Skip to main content

Full text of "Miracles ahead! Better living in the postwar world"

See other formats


From the collection of the 

z n 
m 

Prejinger 

v JLjibrary 

t P 



San Francisco, California 
2006 



THE FRONTISPIECE 

HERE is just a glimpse, but an intriguing one, of some of the 
things which may be possible in the postwar future. 

Note the interesting feature of the prefabricated house de- 
signed by Simon Breines. A sheet of water on the house's roof 
helps keep it cool in the summertime. 

Just below is the Aerocar, designed by William Stout for 
Consolidated Vultee Aircraft Corporation. For air trips, the 
combined wings and outrigger can be attached and the Aero- 
car leaves the highway for swift cross-country flights. 

Upper right is Stout's Helicab. It will be just the thing, he 
says, for city commuters to use between office and home. 

The "prefab" house below, and the trains, trucks, buses and 
automobiles further down, all will be more attractive and com- 
fortable, and give better service at low cost because of war- 
time advances in the use of light metals, plastics, plastic- 
bonded plywood and glass. 

Study carefully the apartment house of the future, designed 
by Walter B. Sanders. The building would consist of two dis- 
tinct elements: the structural frame, including floors and ceil- 
ings, and the individual apartments of the tenants. Prefabri- 
cate wall and partition units could be installed on order, with 
the number and placement of windows, size of rooms and 
closets left up to you. 

Material for this frontispiece is used by courtesy of: 

Revere Copper and Brass Incorporated; Consolidated Vultee 
Corporation; U. S. Stoneware Co., producers of Reanite; Bohn 
Aluminum & Brass Corporation, Bohnalite & Bohnolly Prod- 
ucts; L. C. Chase & Co., makers of Chase Velmo upholstery. 



BETTER LIVING IN THE 
POSTWAR WORLD 

By 

NORMAN V. CARLISLE 

and 
FRANK B. LATHAM 



Neu) York 

THE MACMILLAN COMPANY 
1944 



Copyright, 1944, by 
NORMAN V. CARLISLE. 

All rights reserved no part of this book may be 
reproduced in any form without permission in writing 
from the publisher, except by a reviewer who wishes 
to quote brief passages in connection with a review 
written for inclusion in magazine or newspaper. 

Second printing. 




A WARTIME BOOK 
THB COMPLETE EDITION IS PRODUCED 
IN FULL COMPLIANCE WITH THE GOVERN. 
KENT'S PECULATIONS FOR CONSERVING 
P APEB AND OTHER ESSENTIAL M ATEH1AU. 



SET UP BY BROWN BROTHERS LINOTYPERS 
PRINTED IN THE UNITED STATES OF AMERICA 



AUTHORS' FOREWORD 

"MIRACLES AHEAD but 'when'? 1 ' 

That is the most baffling question that confronted the 
authors when they undertook this venture into the troubled 
realm of prophecy. In fact, we may as well confess that there 
were times when we doubted the wisdom of a title containing 
the word "miracle." We heard altogether too many dire 
warnings "Don't get people's hopes up." "These things take 
time." "Utopia can't be built in a day." 

On the other hand, we felt safe in depending on the un- 
equivocal assertions of such hard-headed businessmen as Edgar 
M. Queeny, who did not hesitate to say, "The possibilities of 
the future, now that industry has embraced science, are so 
limitless that only one forecast can be made with certainty 
that the most extravagant prophecy will fall short of potential 
accomplishment! " 

We had no intention of making this book an "extravagant 
prophecy." We think it's a conservative one. But we just can't 
say when. That is not dodging issues. We know that after 
listening to the perfectly sound arguments of people who 
have every good reason to know. For example, Walter Dorwin 
Teague, the noted industrial designer, squares off against his 
fellow industrial designer, Raymond Loewy, with completely 
opposite views. 

Says Teague: "It is my firm conviction, based on direct 
knowledge, that as soon as production can be resumed after 
victory, the public will be offered new and greatly improved 
models in most, if not all lines of consumer goods. And, as 
soon as retooling and testing can be accomplished, new 



vi Authors' Foreword 

products will appear which will make the fanciful predictions 
that decorate our advertising pages today seem commonplace." 

Says Loewy: "To the scrap heap of discredited but once 
popular theories such as the Townsend Plan, Technocracy, 
the Bolshevik menace, successful Nazi appeasement please 
add another, the immediate Postwar Dream World. To be 
honest and certainly the time is ripe for facing issues 
squarely the wonderful new products will be a long time 
coming, if they ever do." 

To be perfectly frank, there is a controversy going on. It 
is a heated controversy in which the authors feel something 
like innocent by-standers. Essentially, it has been our purpose 
to present a reporter's picture of what is happening today, 
what is already on the drawing boards, what scientists and 
industrialists think can be done to provide "better living in the 
postwar world." So forgive us we are going to leave it to 
the reader to decide when. On the other hand, we do not think 
that some pretty remarkable things will be too long in coming. 
We think that by the time you get around to cashing in those 
war bonds you have been buying there will be some fascinat- 
ing new ways to spend the money. We think that the dynam- 
ics of American business drive it ahead, sometimes even faster 
than the businessmen themselves expect. 

We want especially to thank the many industrialists, scien- 
tists, designers, engineers and sales managers who have given 
so much of their time to pass on their views for "Miracles 
Ahead." 

NORMAN V. CARLISLE 
FRANK B. LATHAM 
New York City 
January i, 1944 



CONTENTS 



I TOMORROW'S WORLD i 

War-production techniques have created the tools 
and equipment necessary for the manufacture of 
startlingly new articles for civilian use after the war 
. . . Clues to the future: Extraordinary new metals 
that will transform cars, trains, and ships . . . Elec- 
tronic "watchmen" . . . Fabulous plastics . . . New 
uses for paper, wood, and glass . . . World trans- 
portation by air . . . Private flying . . . New agri- 
cultural techniques . . . Population shifts. 

II A CASTLE FOR EVERY MAN 1 2 

The prefabricated house . . . The War Set the Pace 
. . . Standardization? . . . The Circular House . . . 
Buy Your Home Rent Your Land . . . Tradition 
Takes a Back Seat . . . Trading in Your Old Rooms 
. . . Apartments of Tomorrow . . . Design Your 
Own Apartment . . . Problems Ahead. 

III LITTLE MIRACLES 29 

Appliances of tomorrow . . . Modern Lighting 
Equipment . . ."Laundering" the Air . . . Smoke- 
less Furnaces . . . Soundproofing . . . Proper 
Acoustics . . . Radiant Heating . . . Built-in Furni- 
ture . . . Mass-Produced Closets . . . Small Items 
That Mean Comfort ... A Modern Bathroom 
. . . Refrigerator Drawers . . . The Hamby 
"Kitchenless House." 

IV CARS OF THE 1960*8 42 

Materials used in the manufacture of war planes will 
be used in the automobiles of the future . . . New 
Low Prices . . . Old Ideas Die Slowly ... En- 
gines Move Back . . . New Metals for New Motors 
. . . Renaissance of the Diesels . . . Jeeps for the 
Farm . . . The Plastic Car . . . New Gasoline 

vii 



viii Contents 

. . . Future Traffic Solutions . . . The Radio 
Traffic Cop . . . Radar for Driving Safety . . . 
Postwar Dilemma. 

V YOUR FLYING FLIVVER 60 

Development of private flying . . . Your First Plane 
the Helicopter . . . How to Fly a Helicopter . . . 
Sikorsky's First Helicopter . . . War Duties of the 
Helicopter . . . Postwar Tasks of the Helicopter 
. . . The De Bothezat Helicopter . . . The HeHcab 
. . . The Autogiro . . . The Convertaplane . . . 
New Light Planes . . . Stout's Sky Car . . . Simpli- 
fied Flying Techniques . . . Safety at Night. 

VI GLOBAL TRANSPORTATION 76 

You will visit foreign lands . . . New Shipping 
Centers . . . $10,000,000 Seadromes . . . Passenger 
Stratoliners . . . Air Cargo . . . The Army's Air 
Transport Command . . .The Naval Air Transport 
Service . . . Speedier Loading Techniques . . 
Glider "Freight Trains". . . The Rocket Motor 
. . . Radio Aids . . . The Finest Airways System 
on Earth . . . Solutions for Postwar Unemploy- 
ment . . . Other Postwar Issues. 

VII BY LAND AND SEA 101 

The truth about air cargo . . . "The Battle of Trans- 
portation". . . Trucks and Busses Hold Their Own 
. . . Shipbuilding Magic . . . The Diesels Step 
Ahead . . . Airplane and Ship Competition. 

VIII YOUR NEW SERVANTS: THE ELECTRONIC 

"WATCHMEN" 115 

The open door to a miracle world . . . Edison Dis- 
covered the Secret . . . Radar . . . Radio-Fre- 
quency Heating . . . X-Raying Steel . . . The 
Photoelectric Tube . . . Testing the Ripeness of a 
Melon . . . Checking Moving Objects . . . New 
Medical Servants. 

IX NEW TELEVISION AND RADIO SERVICES 1 3 2 

How long will television be "just around the cor- 
ner"? . . . Television Service in England . . . Spy- 



Contents ix 

ing upon the Enemy via Television . . . Television 
Prospects in America . . . The Actor Comes into 
His Own . . . The Fighting Man's "Nerve Center" 
. . . Indestructible Radios for the Armed Forces 
. . . Radio Safety Devices ... A Word about Fre- 
quencies . . . Sending Pictures by Radio. 

X CHEMISTRY MAGIC 149 

The incredible plastics . . . Precious Synthetic Rub- 
ber . . . How Synthetic Rubber Is Made . . . Bless 
John Barleycorn . . ."Bathtub" Rubber . . . Syn- 
thetic Rubber Is Here to Stay . . . Untapped Re- 
sources in Natural Rubber . . . An Exploit of the 
Century . . . Fabulous New Wealth . . .The Great 
Compounds. . .The Super-super By-Product: Coal 
Tar ... A Ton of Coal ... OH, the Chemist's 
Proxy for Coal . . . The Plastics . . . The Hard 
Resilient Plastics . . . Plastics from the Ocean . . . 
Replacing Light Metals . . . Plastic Bearings . . . 
Achieving the Impossible . . . Winning Chemical 
Leadership from Germany . . . Breaking the Japa- 
nese Camphor Monopoly . . . Creating New 
Wealth in Agriculture . . . Synthetic Textiles . . . 
Postwar Predictions. 



XI METALS THAT BUILD NEW WORLDS 172 

Manufacture of war planes stimulated development 
of new metals . . . The Story of Aluminum . . . 
The Ocean as a Treasure Chest . . . One Pound of 
Magnesium . . ."Tailor-Made" Steel . . . Precious 
Common Metals . . . Uncommon Metals . . . 
Beryllium the Magic Metal . . ."Powder Metal- 
lurgy." 

XII WOOD, PAPER, AND GLASS TRANSFORMED 185 

New treatments of paper . . . Nazi Germany's Re- 
liance on Wood . . . American Advances in Wood 
Chemistry . . . Warm Clothes from the Bark of 
Trees . . . New Treatments for New Tensile 
Strengths . . . Forest Conservation . . . Glass Mir- 
acles . . . New Techniques in Glassmaking. 



x Contents 

XIII FORTUNES IN AGRICULTURE 199 

Solutions for postwar surpluses . . . New Uses for 
Skimmed Milk . . . The Soybean . . . The Castor 
Bean a New Treasure . . . Flax Straw for Ciga- 
rette Paper . . . Our Own Herbs and Drugs . . . 
Cotton By-Products . . . Cottonleather . . . Cotton 
Fire Hose . . . Cotton Roads . . . Corn for Photo- 
graphic Films . . . Oat Hulls in the Synthetic-Rub- 
ber Field . . . By-Products of Wood . . . No Soap 
Shortage Ahead . . . Soil Building . . . Soil-less 
Agriculture . . . Farming in the Desert . . . 
Growth-Promoting Techniques . . . Making the 
Farm More Livable. 

XIV FOOD FOR BUOYANT HEALTH 216 

Food shortage an old story in America . . . Urgent 
Need of Food Education . . . Uninformed Buying 
. . . Wasted Minerals . . . Napoleon Counted on 
Food . . . Protein Shortages the Most Deadly . . . 
Dehydrated Foods to the Fore . . . The Mechanical 
Cow. 

XV MEDICINE LOOKS AHEAD 228 

First-aid procedures at the front . . . New Medical 
Kit . . .The Hospital Corps at the Front . . . Blood 
Plasma . . . Mobile X-Ray Unit . . . The "Closed 
Treatment" for Fractures . . . The Base Hospital 
. . . Mobile Bacteriological Laboratory . . . The 
Navy's Hospital Ships . . .The Magical Sulf a Drugs 
. . . Penicillin Germ Destroyer . . . Gramicidin 
New Microbe Killer . . . Streptothricin An- 
other Microbe Killer . . . Quinine Substitutes 
"Health Bomb" for Mosquitoes . . . Waging War 
on Epidemic Diseases . . . The Amino Acids Pro- 
mote Health and Beauty . . . Nature's Most Power- 
ful Vitamin ... A Clue to Cancer . . . Research 
Work on the Common Cold . . . Blood Plasma for 
Civilian Use . . . Transplanting Vital Organs . . . 
A Cure for Deafness . . . Treatment for Hyper- 
tension . . . Regional Anesthesia . . . Electronic 
Aids . . . Onion "Broadcasts" . . . Old- Age Treat- 
ments . . . Air-Age Problems. 



Contents xi 

XVI MORE MIRACLES AHEAD 261 

Using the atomic energy in a lump of coal to run a 
factory for a week . . . The Amazing Cyclotron 
. . . Harnessing the Sun's Rays . . . Electricity as 
Cheap as Water . . . Agricultural Yields Tripled 
. . . Ships without Crews . . . Edible "Cans" . . . 
The Vortex Gun. 

INDEX 273 



TOMORROW'S WORLD 

IT is ONE OF THE major ironies of human history that modern 
war has contributed so much to material progress. Barbaric 
and wasteful as the two wars of this century have been, each 
has brought some compensating gains that may be said to 
make up in some measure for the staggering loss in blood and 
treasure. The pressing need for the production of the machines 
of war has launched new industries, stimulated new skills, 
created new products and ways of producing them. Added 
together they present a startling picture of postwar possibili- 
ties. It is perhaps true that the foreshadowed changes would 
have come anyway, but the time element has been telescoped. 
Science and industry have proved their amazing ability to 
work together in the interests of destruction. Their partner- 
ship, strong before the war, has become stronger still. And 
now both have new tools to work with. Anyone with a 
knowledge of these tools can have no doubt that tremendous 
changes in American living lie directly ahead. 

Tremendous changes in the American scene lie directly 
ahead. Most of us have realized that the war would bring 
new developments that this country could not take an active 
part in the world conflict and remain the same. We know 
that the first World War brought about changes in this 
country that were more revolutionary and far-reaching than 
all the events of the previous fifty years. We are aware that 
this war is sweeping away many familiar things and usher- 
ing in new ones. But few of us guess the extent and scope of 
the changes that loom before us now. 



2 Miracles Ahead! 

There is a profound difference not only between the nature 
of the war that we entered in 1917 and that which we entered 
in the 1940*8, but between the situation that confronted the 
United States in 1917 and that which we faced during the 
1940*5. These differences mean far more drastic changes dur- 
ing the postwar era of World War II than was the case after 
the last conflict. 

In 1917 we entered the war fresh, with a long period of 
peace and prosperity behind us and with an abundance of 
natural resources and man power available. Within a remark- 
ably short period of time our industrial technicians found 
ways and means of producing the immense quantities of war 
materiel required. They had the advantage of an abundance 
of everything needed for the task. Time was more precious 
than materials and they were free to squander prodigious 
quantities of raw materials in various trial-and-error proce- 
dures that saved time. Incidentally, the war fronts to be sup- 
plied were confined to a fairly small area of one continent! 

In the 1940*5 we entered a titanic struggle on a world- wide 
basis after an engulfing depression that had lasted nearly a 
decade and that had weakened and dispersed our man power; 
depleted our reserves of tools, machines, and raw supplies; 
disrupted our economy. Our industrial technicians faced a 
superhuman task. There was a desperate shortage of plant and 
factory space, machines, equipment, and materials available 
as compared with the amount needed. There was an even 
more critical shortage of skilled workmen. 

New inventions, discoveries, and procedures that had been 
introduced years earlier, and that would have greatly expe- 
dited the mass-production techniques needed, had been set 
aside during the depression years. Producers had been unable 
to embark on new ventures in the face of an uncertain mar- 
ket. Discouraged about this situation, our leading designers, 
engineers, chemists, and technicians had pigeonholed new 



Tomorrows World 3 

ideas; and blueprints and chemical formulas of all kinds were 
allowed to gather dust in office files for years. Technological 
advances had been brought almost to a standstill as compared 
with the progress made in normal times. 

The dramatic and important difference between this situa- 
tion and that of 1917 was the fact that, in 1940, time, men, 
and materials were all equally precious. In this fact lies the 
clue to the amazing peacetime developments on the horizon. 
Shortcuts of a breath-taking variety were in order. New tech- 
niques in mass production on a vaster scale than anyone had 
hitherto believed possible were essential. Every possible device 
for saving man hours, especially of skilled workmen, had 
become imperative. There was no margin for waste. There 
was no real margin of safety for error and everyone knew 
that errors would be made. Yet many dangerous gambles had 
to be taken. 

For example, blueprints for new tools and machines, chem- 
ical formulas on paper, and drafts of new processes utilizing 
waste materials that have been gathering dust in the files for 
years are of limited value. Performance records are urgently 
necessary. But time did not permit the exhaustive investiga- 
tion and checking ordinarily undertaken. In many cases tech- 
nicians were obliged to go ahead with production plans with- 
out the benefit of essential data, relying on routine tests and 
their previous experience with similar tools and procedures. 
The risk was staggering. During this period- technicians lived 
with their hearts in their throats. Every scrap of material had 
to be made to go further than it had ever gone before. Then 
came the crisis in raw materials. In some cases engineers called 
upon the industrial chemists actually to create new materials 
to take the place of raw supplies. 

As Theodore G. Joslin, Director of Public Relations for 
E. I. du Pont de Nemours and Company, revealed, "Our 
laboratories were scoured for new things. The scarcity of 



4 Miracles Ahead! 

conventional materials led producers to turn to anything 
promising in the way of substitutes." 

Procedures that no one in his right mind would have even 
contemplated in peacetime were grimly tackled and made to 
work. Radically new materials were employed for uses that 
seemed, at first thought, utterly preposterous, as in the case 
of plastics for bearings and for cartridge cases. Traditional 
methods of assembly were swept aside for new ones. In some 
plants the break with the past was so complete that anyone 
visiting them in 1940 and then again in 1942 would imagine 
that there had been a lapse of twenty years instead of two 
between the visits. 

The roster of men who gave their last ounce of energy, wit, 
and ingenuity to the task of making us ready for war is a long 
one. It includes eminent scientists, engineers, and designers; 
many brilliant youngsters who sprang out of nowhere during 
the emergency and whose names are as yet unknown to us; 
and also a large number of familiar prosaic business personali- 
ties with whom we do not ordinarily associate heroic exploits. 
Nevertheless this group of men comprises the list of front- 
line heroes without whom the war could not have been prose- 
cuted though the risks they assumed involved too many 
sleepless nights and days and too many cups of black coffee 
rather than bullets and shrapnel. The day-and-night thinking 
and planning that went on in the designing rooms and labo- 
ratories during this zero hour made possible the war-produc- 
tion miracles we are witnessing today. 

New Resources for Peacetime 

The fantastic achievements of industry during the past 
thirty months mean significant developments in the postwar 
era. As strange as it may seem, considering the appalling drain 
on our resources that war always entails, we will emerge 



Tomorrow's World 5 

from this war with new resources of greater potential value 
than any we possessed previously. We have learned how to 
tap the ocean for the minerals needed for the manufacture of 
cheap, powerful lightweight metals superior to any made 
before the war, thereby making the ocean a new treasure 
chest. The science of electronics has been advanced to a point 
where its value is now comparable to the acquisition of one 
hundred million ne*w skilled workmen. We have developed 
plastics and new processes for treating wood, paper, and 
glass that are almost equal in value to the discovery of new 
elements. 

These facts alone mean a great abundance of beautiful, 
durable articles for everyday use at a fraction of the cost of 
prewar merchandise. But there are many many more new 
inventions and processes of almost equal importance now 
being employed for war production (a large number of which 
cannot be revealed at this time for obvious military reasons) 
that will later mean greater comfort and convenience than 
we have ever dreamed possible. 

Way up at the head of the list of miraculous items that we 
may expect to see and use in the postwar world are passenger 
cars that can be transformed into airplanes or helicopters, 
electronic "watchmen" that can test the ripeness of a melon 
or count the number of people in a room and turn off the 
lights when the last one has departed, glider "freight trains" 
hitched to a "locomotive" plane carrying cargo overhead. 
We will enjoy the benefits of new processes that can now 
transform the bark of trees into warm wool cloth, paper into 
weatherproof panels for the walls of houses, glass so resilient 
that it can support the weight of an elephant, electric light 
that will also destroy bacteria, and even a process that will 
transform sawdust into raw sugar to name a few of the 
things to come. 

The mass-production techniques now being employed for 



6 Miracles Ahead! 

gargantuan quantities of war materiel will later be used to 
turn out, by the thousands, new cars that are lighter and 
swifter than any we have seen to date and that will be a third 
lower in price than the cheapest prewar car; prefabricated 
homes equipped with modern lighting, plumbing, and air- 
conditioning units (homes fit for kings) ; helicopters and small 
easy-to-maneuver planes for civilian use to be sold at the price 
of a good car; new tools, appliances, and machines of every 
type and description. 

The Revolution in Transportation 

It is difficult for most people at this time to grasp the sig- 
nificance of the new metals that have been developed for air- 
plane manufacture. These powerful lightweight metals will 
do as much to transform the appearance of tomorrow's world 
as will any other thing. They will take the place of many 
heavy, cumbersome, unwieldy metals previously used for 
buildings and conveyances. We will have new cars, trucks, 
busses, trains, and ships made with these metals that will be 
thousands of pounds lighter in weight, far cheaper to buy and 
also to operate. All transportation in the future will be swifter, 
quieter, safer, and less costly. 

But perhaps the most striking innovation, which will make 
all of us peer heavenward more often, will be the introduc- 
tion of helicopters for a variety of uses. A number of applica- 
tions have already been filed with the CAB for helicopter 
services one company requesting "Helicopter service to 
carry air mail and express to and from the rooftops of over 
four hundred post offices and railroad stations in the six New 
England States and New York." 

We can also anticipate helicopter service to and from large 
cities and their outlying suburbs and the use of many pri- 
vately owned helicopters for family week-end trips and for 



Tomorrow's World 7 

summer commuting to and from the "place in the country." 
Before the end of this decade it is more than likely that as 
Igor I. Sikorsky, the designer of the helicopter bearing his 
name, believes there will be more than one million helicop- 
ters in everyday use in the United States. They are the "fliv- 
vers" of tomorrow. 



The Change in Population Centers 

Every improvement in transportation in the past has had 
profound effects upon the development of cities in this 
country. The first cities were located at navigable harbors. 
The steamboat made possible the growth of cities inland 
along navigable rivers. The railroads opened the West, and 
cities made their appearance on vacant prairies, up in the 
mountain passes, and in the distant valleys of the South, West 
and the North. The air transportation of tomorrow means 
new changes. The trend toward decentralization that has 
already commenced will be sharply accelerated by the cheap 
air routes of the postwar era. There will be many more all- 
year-round country homes used by city people who will com- 
mute to work by air. New summer resorts will make their 
appearance in Alaska and the upland regions of South Amer- 
ica. Vacationing on other continents, however, is certain to 
become a general practice among Americans in the future. 
The large air-line companies are already working on plans for 
three-cent-a-mile global air service. 

New Business Opportunities 

All of these changes will create the need of many new 
agencies, services, and supply sources. Every airfield along a 
regular transportation route will become the center for new 
stores, shops, and office buildings that will be erected close 



8 Miracles Ahead! 

by; for the railroads will carry more and more freight and 
fewer passengers, a prospect, incidentally, that does not 
wholly displease them. There is a far greater profit in freight 
service than in passenger service. The more planes there are 
in operation, the more freight the railroads will carry; for 
the manufacture and operation of planes mean more trans- 
portation of oil, coal, ore, steel, machinery of all kinds. 

The manufacture of thousands of prefabricated houses, new 
cars, helicopters, planes, and household appliances will obvi- 
ously call for a vast army of salesmen, brokers, agents, and 
promoters nearly five times as many as were needed during 
the nineteen-twenties. Servicemen by the thousands will be 
needed for repair and maintenance work on these homes, cars, 
and aircraft. The need for thousands of small businesses will 
automatically appear as the new patterns of living become 
crystallized. 

Another slant on postwar business worth keeping in mind 
is the fact that for more than a decade before we entered the 
world conflict we went through the most critical period of 
underconsumption (compared with our productive capacity) 
in our history. By 1939 there were miles upon miles of build- 
ing surfaces in need of paint and repair from coast to coast, 
miles upon miles of plumbing and plumbing equipment hardly 
fit for use and, in many cases, a menace to community health. 
There were millions of homes in which electrical appliances, 
furniture, draperies, and fixtures had become worn, shabby, 
or broken and in need of replacement. Before these needs 
could be supplied, we entered the war and the curtailment of 
goods for consumer use began. To sum up the undercon- 
sumption of the necessities has gone on in this country for 
nearly fifteen years! Meanwhile millions of Americans have 
been earning higher wages and salaries than ever before. 

Barring inflation or some unforeseen eventuality, we have 
reason to expect a boom of greater proportions than anything 



Tomorrows World 9 

we have known before and, with it, the introduction of hun- 
dreds of new products along the lines already suggested and 
many others too. Giant strides in agriculture are being ush- 
ered in with the stimulus of the serious food shortages. Every 
large food manufacturer has new foods and new food prod- 
ucts to introduce to the public at the close of the war. Many 
of these products were developed for use by the armed forces 
and offer new taste thrills as well as high nutritive values. 
Others came about through laboratory research undertaken 
during the food crisis. 

The textile field has likewise benefited by the stimulus of 
wartime exigencies. We shall see a great variety of beautiful 
new fabrics with finer wearing qualities at lower prices as 
soon as the resumption of the manufacture of consumer goods 
is permissible on a peacetime basis. Research carried out by 
manufacturers and by government technicians in order to 
find ways and means of supplying the armed forces with a 
great number of durable fabrics suitable for different climates, 
and for use under varying conditions, resulted in new tech- 
niques and processes whereby magnificent fabrics can be pro- 
duced for a fraction of their former cost. 

A New Era of Individualism 

While discussions on the pros and cons of collectivism and 
individualism have been under way during recent years, our 
engineers and inventors have been busy with blueprints for 
new machines and devices more certain to change the course 
of our destiny than all of the conversations of the past one 
hundred years. Nearly every large aircraft company in the 
United States has blueprints on hand for giant air liners, some 
of them three-decker types with promenade decks, lounge 
and dining rooms, and accommodations for about two hun- 
dred people planes for commuter service to and from New 



io Miracles Ahead! 

York and London, New York and Brazil, New York and 
Buenos Aires, and other points of the globe. Clearly a new 
low-priced air-transportation era will be ushered in with the 
end of the war. 

Where we once faced the wilderness of our West with 
horses and covered wagons, intent upon building a new civili- 
zation, we now face our ocean boundaries and look upon 
continents only hours away that need our skills, production 
techniques, and research procedures for the building of a 
sounder, better civilization. Unless we find ways of raising 
the standard of living for the populations of other countries, 
we cannot hope to maintain our own standards for long. This 
immense undertaking lies not in the distant future but in the 
very near future. The commuter air service between conti- 
nents is one means of making this feasible. Our businessmen, 
craftsmen, and technicians will be able to travel to and from 
South America, Africa, Australia, and the Far East in a mat- 
ter of hours, not weeks or months. Where opportunities for 
establishing new businesses in foreign lands existed in the past 
only for large corporations, low-cost air service will make it 
possible for the enterprising individual to launch new services 
and agencies in other countries too. 

The world we knew yesterday has already slipped around 
the corner and a new one beckons. Our frontiers, in the old 
geographical sense, have vanished. We face a new world in 
which the reward for individual ingenuity, wit, and initiative 
will be higher than it has ever been before. It will be a world 
that will call for daring and imagination. We will be con- 
fronted by problems with which we have had little or no 
previous experience, and by opportunities so new and strange 
that they will challenge every ounce of resourcefulness we 
can muster. A certain readiness to accept new ideas and to 
adjust to new situations will be demanded of all of us. 

The story of the new inventions, discoveries, and processes 



Tomorrows World n 

revealed in the following chapters of this book suggests the 
scope of the changes before us. In each innovation there are 
a score of business opportunities. It is possible that the com- 
mercial development of these innovations may bring even 
greater changes than anyone can visualize at this time. 



II 

A CASTLE FOR EVERY MAN 

LET us SAY that the year is 194-. You have decided that you 
need a new home. You will be able to order it from your 
local department store or from an agent in your town who 
sells cars, "family-size" airplanes, helicopters, and houses. 
You will make a down payment on the house and arrange to 
pay the balance in installments. Since you have already rented 
a lot, you will now order a local contractor to build the 
cement piers that will be required for the foundation of your 
new home. This done, you will set the date for the delivery 
of your house and at the same time you will order the mov- 
ing men to deliver your furniture. 

When the day comes, your new dwelling will arrive in a 
large truck. Six men have been sent along to erect your house. 
They will haul the floor, wall, and ceiling panels from the 
truck. Meanwhile a crane will lift the utility unit from the 
truck and place it on the foundation. This unit is the "heart" 
of your house. It consists of a section of the bathroom and 
kitchen floors, plus the upright wall dividing the two rooms, 
and all the bathroom and kitchen equipment. The copper 
pipes for water and drains are inside the panels of the utility 
units, ready to be connected with the utility lines from the 
street. 

When the "heart" of the house is in place, the other sec- 
tions are fitted together around it. They fit snugly and are 
airtight. Next come the room panels and the outside wall pan- 
els which form the frame of the house. Then the roof and 
ceiling panels are lifted into position and fastened down. 



12 



A Castle for Every Man 13 

While you are admiring the color schemes of each room, the 
moving van will arrive with your furniture. Your house is 
ready. By nightfall you will be seated at the dinner table in 
your dining room enjoying your first meal in your new 
home. 

No hammering of nails or sawing of lumber went on while 
your house was being erected. There were no grunts or 
groans from the workmen as they lifted the hurricane-proof 
but light panels into place. Nor did the plasterers, painters, 
or paper hangers put in an appearance. The panels of your 
new home have a resilient finish, in the tones you prefer, that 
will resist sunlight, rain, boiling water, and any hard knocks 
the children or moving men may deliver. All that you will 
need to keep this finish looking like new is a dustcloth. 

When you enter a bedroom and close the door, you will 
find that the noise from the living room stays outside. Spa- 
cious closets (already fitted with shelves, chests, and drawers) 
which form partitions between the rooms will make the house 
almost soundproof. The wall panels are also packed with an 
insulating material that swallows up sound. 

The War Set the Pace 

Does this story seem fantastic? A good many sound busi- 
nessmen think it is not, although there is undeniably consider- 
able controversy as to just how soon such a picture will be 
an actuality. 

More than fifty companies are now engaged in the manu- 
facture of prefabricated houses. Some of these houses are 
being shipped to the war fronts to be used for hospital units, 
executive quarters, and barracks. Some are being rushed to 
our own crowded industrial centers where the housing short- 
age for war workers grows daily more acute. Later, at the 
close of the war, a large percentage will be sent abroad and 



14 Miracles Ahead! 

used in the devastated areas of Europe, Russia, and the Far 
East. At this time the prefabricated house will become avail- 
able to private individuals too. 

You will get the benefits of this manufacturing experience, 
these opportunities for checking and testing the new type of 
dwelling, and you will also get the use of the marvelous new 
lightweight, resilient, powerful materials, developed for build- 
ing planes, tanks, and battleships, that will later be adapted to 
peacetime uses. Your new home will be as strong as the ancient 
castle that was built with walls four feet thick! Most impor- 
tant, it will be planned and designed by America's best engi- 
neering brains. 

As Bror Dahlberg, president of the Celotex Corporation, 
revealed, "We have learned more about building houses in 
the past two years or so than we learned in the preceding two 
decades. We have been forced to develop new materials and 
adopt new methods of construction because accustomed ma- 
terials have been impossible to get and the old methods of 
construction were too slow." 

As a result of the "know how" gained in war production, 
many newcomers will enter the prefabricated-housing field 
when the war ends. Certain auto companies already are in the 
household-equipment field. Chrysler makes Air-Temp air- 
conditioning units. General Motors produces Frigidaires. 
Nash turns out Kelvinator products. The aviation industry's 
experience in the manufacture of panels for airplanes should 
permit it to step easily into prefabricated-housing manufac- 
ture. Shipyards also have the equipment and the trained men 
needed to handle machine-made houses. They might build 
houses in sections as the TVA engineers are doing. The TVA 
house is sliced into four three-ton sections. Each section is a 
complete vertical slice of the house. Everything is in place 
and ready to function when the house is put together. Tracks 
are laid on the foundation and pulley wheels under each sec- 



A Castle for Every Man 15 

tion expedite the assembling. When the sections are properly 
lined up, tie rods are bolted together and the house is 
launched. 

Walter Dorwin Teague, industrial designer and architect, 
says, "We have only to apply to home-building the same 
techniques of design, manufacture and selling that have given 
us a motor car for every four people in the land. Long expe- 
rience with many of the largest mass-production industries 
has enabled me to design a house especially adapted to as- 
sembly-line methods of manufacture. The result is a house of 
charm and comfort which can surround you with conven- 
iences amounting to luxury." 

"Ah, but how about the cost of this modern home?" you 
may wonder. 

Mr. Teague's answer is, "When a big manufacturer gets 
into mass-production, the cost of this house to you, delivered 
and erected on your prepared site, will be somewhere between 
$1,000 and $2,000." 

Standardization? 

Yes, the engineers and architects know how much you dis- 
like standardization and especially in connection with homes. 
They have worked out solutions for this dilemma too. The 
Norman Bel Geddes house, for example, has twenty-seven 
units. Each of these can be switched around like a set of 
building blocks, to form eleven different types of homes. If 
your lot has one outlook or exposure that is preferable to 
others, your house can be assembled as a long building with 
the important rooms and windows facing in that direction. 
Identical houses on adjacent lots will look entirely different 
if turned in other directions or assembled in other ways. Pre- 
fabricated houses have such novel features as movable walls 
that open a side of the house to the garden and that change 



1 6 Miracles Ahead! 

the size and shape of the rooms to provide extra space or tem- 
porary sleeping quarters for an overnight guest. As Mr. 
Teague prophesies, "Your home of the future will probably 
look far less like your neighbor's than the one you live in 



now." 



The Circular House 

Henry Kaiser, the West-coast shipbuilder who broke all 
records by using prefabricated parts and assembly-line meth- 
ods in his shipyards, has announced his intention to enter the 
prefabricated-housing industry when the war is over. Kaiser 
has retained the services of R. Buckminster Fuller, who has 
designed probably the most startling home of the future. 

Here is Fuller's description of this home: 

"Suppose you have bought or rented a building lot and 
have ordered one of these homes. The next morning a truck 
arrives and workmen begin unloading a lot of strange metal 
sheets and parts. Many of them look like giant flower petals. 
Others are large curved panels of corrugated metal. You no- 
tice flooring sections, bathroom and kitchen appliances, and a 
very small heating plant. And you see a structural steel con- 
trivance that looks like a tall mast. It is, and it is used to sup- 
port the house while it is being erected. For this house is built 
from the top down, and laying the foundation is one of the 
last things to be done! 

"The mast is placed at the exact center of your house-to- 
be, and is anchored with guy wires so that it is firm as a rock. 
This takes only a few minutes. On the ground surrounding 
the mast, the petal-shaped metal sections are bolted together 
to form a round, domed roof with a hole in the center through 
which the mast projects. The completed roof is hoisted up 
the mast a few feet by a one-man winch, and curved wall 
panels are bolted on so that they hang from the roof. This 



A Castle for Every Man 17 

process is repeated until the wall reaches its full height of 
nearly eight feet. 

"Then the foundation is laid a circle of bricks flat on the 
ground right under the circular wall. The house is now low- 
ered so that the wall rests on the bricks, and the mast is then 
removed. A water- and bug-tight sectional steel floor is bolted 
to the lower rim of the wall, and all that remains is to install 
the sections of finished flooring, the lining, interior equip- 
ment, appliances and fixtures. The entire operation, from 
placing the mast to unloading your furniture from the moving 
van, takes only a few hours." 

The steel sections of this house are enormously strong but 
very light. The entire house weighs little more than two tons 
less than twice as much as your automobile. The house is 
round and there are two of these sections right against each 
other, a large and a small one. But Fuller says you'd get used 
to this. When you are in the spacious living room, he explains, 
you are hardly aware that it is round. A regular studio bed 
fits snugly against the wall. This is because the house is twenty 
feet in diameter, and a curve so large seems hardly to curve 
at all when you get close to it. 

Buy Your Home Rent Your Land 

One of the developments certain to materialize with wide- 
spread use of prefabricated houses is the practice of renting 
land and moving the home from site to site according to the 
needs of the family. When the children are of school age the 
family would live in a district near a good school, paying a 
somewhat higher rent for their land in order to obtain the best 
school privileges. Later, when the children go off to college, 
the house could be moved to an area where the rent was 
lower. Renting land has been the custom for many years in 
some cities. 



1 8 Miracles Ahead! 

"Why be tied to one place when your job or jobs may take 
you to different parts of the country?" asks architect Cass 
Gilbert, Jr. "Why own a lot and house you don't live in, and 
live in a house you don't own? Why not own a home you like 
that is different from your neighbor's, and rent the lot at the 
land rent only? In this way, you could buy the house on a 
credit-rent plan, rent the lot, own your home and move it 
to your job." 

Gilbert's answer is the Plank Panel house. Here is how it 
is built: 

"Random width planks of dry, suitable lumber two inches 
thick and eight, ten or twelve feet long are run through ma- 
chines that double tongue and groove the edges and rout out 
the ends. By modern methods of assembly, with modern glues, 
these planks are made into strong, solid panels four feet wide 
and eight, ten or twelve feet long. Each panel represents a 
four-foot width of wall or a four-foot width of floor. They 
are the 'building blocks' out of which the house is constructed. 

"Provision is made within the body of each panel for inter- 
nal metal rods to run horizontally through the wall at top 
and bottom, and also vertically at regular intervals. The rods 
pull all members together roof, walls and floor as tightly 
as bolts can hold wood. Window and door panels are manu- 
factured the same way, are self-contained, and are an equally 
strong part of the structure. 

"This then becomes a wall two inches thick that has been 
solidly pulled together by steel rods to steel corner members. 
These panels are so weather-tight that five of them could be 
bolted together by the same method to form a water tank. 
For each plank is not only double tongued and grooved, but 
is glued tightly to its neighbor with modern, waterproof glue. 

"With this house you can have exactly the style and appear- 
ance you wish. You also get a home which you can add to. 
Undo the corner bolts, add extension rods and a few panels, 



A Castle for Every Man 19 

and you have an extra bedroom. If you have an unmarried 
son or daughter, build their rooms with extension rods so 
that when they marry they can take their rooms with them. 
"The Plank Panels can be produced by any well equipped 
lumber mill. Under normal conditions the materials necessary 
are available locally in every community. And local workmen 
can erect the house according to a design that fits your needs, 
your taste, and your pocketbook." 

Tradition Takes a Back Seat 

For a great many generations it has been customary for a 
man to choose a house in which to live that resembled some 
style of house used extensively in some earlier period. He 
might ask the architect to modify the interior according to his 
personal needs and wishes. But these changes were usually 
minor ones. The whole process of making this selection of a 
home was based upon the assumption that the exterior must 
conform to a certain style and if any comfort at all were 
feasible on the inside, why, that was fine, but if not, the man 
and his family would adjust themselves to the house as grace- 
fully as possible. 

"Except for moving the bathroom inside, improving kitchen 
equipment and heating and lighting systems, our houses are 
much the same as they were hundreds of years ago," declared 
George Fred Keck, a disciple of the school of modern Ameri- 
can architecture founded fifty years ago in Chicago by Louis 
Sullivan and Frank Lloyd Wright. 

"Our houses have little checkerboards of glass for windows, 
because our forefathers couldn't buy a big piece of glass. Even 
though we now can have a whole wall of glass we don't be- 
cause architects and builders have preferred to copy the old 
rather than create the new. 

"Automobile makers," he points out, "weren't satisfied to 



20 Miracles Ahead! 

go along copying the wagon. They produced an entirely new 
type vehicle. Why shouldn't we architects do the same in- 
stead of copying French chateaux, Spanish villas or ante- 
bellum mansions?" 

Mr. Keck believes that houses should be designed to afford 
a maximum of comfort and convenience. In planning his 
houses he uses the sun's rays to aid in heating them. Thus the 
south wall of the house is made chiefly of glass. A wide flat 
roof overhangs the edge of the building to shade the glass 
wall. 

"The object here," he explains, "is to shut out the intensely 
hot summer sun, as with an awning; and when the sun is low 
on the horizon in the winter, to admit the winter sun. In this 
manner one takes advantage of the sun in the wintertime when 
it is desirable to have the sun heat, and controls the hot sum- 
mer sun. Such an arrangement will help heat the house in 
winter and keep it cooler in summer, and will make all 
the rooms in the house very pleasant places to be at any 



time." 



This house is basementless with panel floor heat, which 
means that the floor is a moderately warm radiator which 
heats the house. Panel floor heat keeps the feet warm, and 
children rolling and playing on the floor will not be cold. In 
the coldest weather the floor can be kept at 80 to 90 degrees 
Fahrenheit and can provide comfortable room temperature. 

The northern side of the house is almost a solid wall to 
provide utmost insulation against the wind and cold of win- 
ter. The projecting eave lines of the roof prevent blowing 
rains from entering any openings in the house. 

The roof is flat, and strong enough to carry a thin sheet of 
water for summer cooling. The sun's rays cool the house by 
evaporation, just as they cool a swimmer in a wet bathing 
suit. This idea is an application of one used by the ancient 



A Castle for Every Man 21 

Egyptians. They covered their roofs with a layer of wool and 
had slaves douse them with water in the hot sunshine. 

Before designing any home, Keck carefully studies the 
particular requirements and habits of the occupants. A Mis- 
souri college professor liked to give large teas. Yet the family 
itself was small and normally required no large living room. 
Keck arranged the living, dining, and recreation rooms, all of 
modest size, in such a way that through the use of sliding 
walls the three rooms could be converted into one immense 
living room. 

Keck believes that the rooms of a house should be arranged 
so that it can grow and adapt itself to the family's changing 
needs. The infants' nursery grows into the playroom of the 
grade-school boy and girl; then into the recreation room of 
the high-school youth; then into the private apartment of 
the young married couple, who may lack the finances to sup- 
port a separate home; and finally into the suite for Grandpa 
and Grandma when the son and his bride have begun to rear 
a family and need more of the house. 

"This sort of home," Keck says, "would preserve the dis- 
tinct family units. It takes into consideration the changes that 
develop in a family through a lifetime. It combines structural 
permanence with perfect adaptability." 

Trading in Your Old Rooms 

Paul Nelson, an architect who has won fame throughout 
Europe and America, believes a new and more flexible design 
is needed for the prefabricated house. He envisions a house 
made up of two distinct elements an exterior shell forming 
an enclosed space, and the prefabricated unit rooms which are 
grouped independently within. 

"There would be rooms adapted to the needs of cooking, 



22 Miracles Ahead! 

sleeping, washing and leisure. There could be rooms for hob- 
bies, and special acoustical rooms for radio and television," 
he explains. 

"The same evolution would surely occur with mass-pro- 
duced rooms that occurred with the automobile. There would 
be the possibility of buying and selling second-hand rooms. 
This would bring these superior living units within the reach 
of even the lowest income groups. 

"Similar rooms, called 'roomettes/ are now made for Pull- 
man cars, their major elements stamped out by machine and 
quickly assembled into complete units. It is only a short step 
from this to the mass production of rooms for your own 
home. 

"A truck could back up to your house and a complete 
sleeping room, bathing room, cooking room or eating room, 
for example, could be unloaded and set in place. The process 
would be almost as simple as plugging in the flexible copper 
connections of your present refrigerator or washing machine. 
With the most essential rooms installed, your home would be 
ready for living. Then you could plan for additional rooms to 
add extra pleasure and convenience to life. At your photo- 
graphic dealer's you could select a dark room. You could find 
a special music room at your department or music store. If 
additional nursery or sleeping space were needed, the required 
rooms could be quickly installed. If the family became smaller, 
rooms no longer necessary could be sold, or 'traded in' on 
rooms for hobbies or whatever you might wish. 

"By creating the home in contrast to the house, by provid- 
ing greater living convenience, comfort and enjoyment, by 
freeing the individual for richer cultural development, and 
by doing these things in a way which brings them down 
within reach of millions this conception could provide bet- 
ter living for the present generation." 



A Castle for Every Man 23 

The Apartments of Tomorrow 

What about the more than 13 per cent of American fami- 
lies (about 4,000,000 out of 30,000,000) who live in apart- 
ments and may continue to do so? Architects and designers 
have not forgotten them. Apartments of tomorrow will pro- 
vide more comfort and living space than ever before. 

Elisabeth Coit, who is one of the few woman members of 
the American Institute of Architects, spent two years study- 
ing the good and bad in housing, and talking to tenants in 
low-cost apartments. She has given fellow architects a lot of 
excellent firsthand information on apartments from the ten- 
ant's viewpoint. 

She pointed out that the trend in apartments is toward 
larger rooms. One survey showed that apartments with an 
average room area of 168 square feet proved very satisfactory, 
while one with an average of 113 square feet was hard to 
rent. 

"This to me," she said, "is a healthy development. I always 
urge clients to think of rooms not as boxes but as spaces for 
certain uses. A large space is easier to adapt to several pur- 
poses than a tiny one. 

"But let's see," she added, "how average families use their 
homes, and whether the apartments are designed with such 
use in view. Families in small quarters, for example, need 
living rooms for callers, meals, quiet relaxation or emergency 
bedrooms. Yet most living rooms are chiefly runways for en- 
trance to other rooms. They afford neither quiet nor privacy. 

"A living room should be planned so you can shut it off 
from other rooms when you want to. It should have a closet; 
and be separated from the kitchen. In fact, the living room 
might lend some space to the bedrooms. Rooms designed only 
for sleeping are a waste, for they are used only a few hours." 



24 Miracles Ahead! 

Miss Coit would rename bedrooms "parents' room" and 
"children's room," and give them twenty-four hour useful- 
ness. If Mother sews, there would be room for a machine. 
Boys need a place for gadgets. And the girl deserves room for 
a dressing table, and a desk and comfortable chair. The bed- 
rooms could have some shelves and a few trays built into clos- 
ets. This would eliminate the dressers, and you'd have more 
space and less furniture to dust under. Furthermore, built-in 
bunks are excellent for a boys' or a girls' room. 

Design Your Oivn Apartment 

Walter B. Sanders of Research and Planning Associates, 
New York City, has designed an apartment house of tomor- 
row that is similar to Paul Nelson's plan for a house made up 
of two distinct elements the exterior shell and the prefabri- 
cated unit rooms. 

Sanders suggests that apartment structures might be de- 
signed along the lines of loft buildings, consisting of just 
floors and ceilings. Space could be rented by the square foot, 
and the amount of standardized equipment could be left to 
the needs and means of the tenants. 

"Imagine renting an apartment on the basis of the space 
needed," explained Sanders, "with exposures, amount and 
placement of windows, size, number and purpose of rooms 
and closets left to your own choice! The potential market for 
apartment owners would be vastly increased; strained land- 
lord-tenant relationship greatly improved." 

The apartment building could consist of two distinct ele- 
ments. First there would be the structural frame, including 
floors and ceilings. Within this would be created the individ- 
ual apartments using mass-produced, standardized wall and 
partition units. The necessary electric conduits, water-supply 
and drainage mains, would be in place and there would be 



A Castle for Every Man 25 

fittings at each floor level to allow connections to individual 
apartments. 

You could step into your rented space and then arrange 
your apartment to suit yourself. The outside walls could be 
clear, translucent, or insulated opaque units. You could move 
them inward in the summer to form private outdoor terraces 
and to shade the interior from the sun's rays. In the winter 
you could move the walls forward to permit maximum sun- 
light to enter your apartment. 

The exterior wall sections would be part of the building 
assembly. But the partition sections could be either purchased 
or rented from the owner. Closet and wardrobe units, ob- 
tained the same way, could be used as partitions to divide the 
space in your apartment. These easily arranged, prefabricated 
units would give your apartment great flexibility. It could 
be altered as family conditions, or your moods, changed. 
That "ole devil" standardization would not bother you. 

Finished floorings also would come in sections that could 
be quickly put down. The plumbing fixtures, bathtub, toilet, 
lavatory, kitchen sink, and other units might be either rented 
or owned like your furniture. 

"The tenant's investment in parts purchased by him," ex- 
plains Sanders, "would always have a trade-in value, just as 
with vacuum cleaners, refrigerators and radios. If necessary 
for any reason to move to another location, similar apartments 
could accommodate the parts you owned. And if moving into 
a home instead of an apartment, the incorporation of this 
equipment would absorb in long-term buying some of the 
financial shock of home building and ownership." 

Sanders likewise points out that owners, as well as tenants, 
would share the benefits of the new apartments of tomor- 
row: 

"The initial building investment would be minimized, since 
the purchase of the standardized parts would be according to 



26 Miracles Ahead! 

tenants' demands. Demountability of the structure would per- 
mit either renting or buying the land for assembly of the 
unit. The perennial 5 per cent allowance for vacancies would 
be decreased because available space could be transformed to 
meet the market. Replacement of obsolete equipment would 
be facilitated since it would be independent of the structure. 
The demountability and rented-land features could combat 
the tendency toward obsolescence due to crowding, deterio- 
ration of surroundings, or moving of production centers. 
With costs written off over a definite but different period of 
time for the structural frame, the equipment, the walls and 
partition sections, etc., depreciation rates could be determined 
more accurately, replacements facilitated, and the obsoles- 
cence of the entire building could be reduced due to the 
obsolescence of only a few of its parts." 

Problems Ahead 

Warborn advances in building materials and construction 
methods will make possible a prefabricated home priced 
within reach of the average family. But, first, the war must be 
won so that our resources again will be available for home 
building. Second, the pressure of public demand for prefab- 
ricated homes must be strong enough to sweep away the old, 
out-of-date technique of building homes. These new homes 
cannot be built only one at a time. Standardization of parts 
and quantity production are needed to produce low-cost but 
well-built homes for millions of average families. If the build- 
ing industry can be sure of a public demand for these houses, 
you can be sure that they will be produced. Mass production 
plus mass demand developed our great automobile industry 
and several others. It can also revolutionize the building 
industry. 

A word of warning is voiced, however, by Arthur C. 



A Castle for Every Man 27 

Holden, prominent architect and a Fellow of the American 
Institute of Architects: 

"Even a willing public will fail to get the benefit of the 
improvements that may be possible [in home construction] 
if it is ignorant and complacent. In all of our large cities and 
many of our small towns, laws have been passed to protect the 
public safety and health against abuses in the design and con- 
struction of buildings. But suppose a well-meaning building 
code reads something like this: 'All exterior walls shall be a 
rninimum of 8" of masonry construction. . . . All interior 
wall surfaces, except where panelled in wood, shall be of plas- 
ter or tile. . . . All floors in bathrooms shall be of approved 
masonry construction.' These are phrases taken out of typical 
building codes; they have the effect of preventing innovations 
and improvements within the limits which are 'protected' by 
such restrictive codes." 

In order to economize particularly in plumbing materials, 
the Federal Government drew up a compromise building 
code, which many cities and towns agreed to follow during 
the war emergency. But they may return to more restrictive 
codes when the war ends, unless the public demands a realis- 
tic policy toward prefabricated building materials. 

In its 1943 report on a postwar economic program and 
social security plans, the National Resources Planning Board 
urged the modernization of building codes and recognition 
of the value of modern refinements and improvements in con- 
struction materials and methods. 

There is danger likewise that life-insurance companies, 
savings banks, and building and loan associations that lend 
money on mortgages may be allergic to machine-made houses. 
These institutions naturally seek to guard their investments 
by turning thumbs down on the use of building materials that 
have not been thoroughly tested. But this caution must not be 
permitted to block the use of the excellent new materials 



28 Miracles Ahead! 

(light metals, plywood, plastics, etc.) which have been devel- 
oped in the past two years. 

The premium payers and depositors in lending institutions, 
who also happen to be among those who will benefit from 
low-cost, prefabricated houses, should insist that these insti- 
tutions keep an open mind on the subject of prefabrication. 

There'll be some amazing changes made in the postwar 
world. But changes in homes will affect the largest number of 
people in their everyday lives if prefabrication is given the 
proper environment. 



HI 

LITTLE MIRACLES 

"WHY CAN'T OUR HOMES be as comfortable as the dustless, 
draftless, air-conditioned, soundproofed, and almost perfectly 
lighted war plants now in operation?" some of us have been 
wondering. 

Despite our twentieth-century realism and scientific ad- 
vances, the average home possesses few comforts. Suffocat- 
ingly hot in summer, drafty and unevenly heated in winter, 
badly lighted at all seasons, cluttered with too much furni- 
ture and equipped with old-fashioned appliances that function 
poorly or not at all, our homes reflect few of the engineering 
and designing achievements of our generation. Our ten-year 
depression and the exigencies of a wartime era were chiefly 
responsible for this lag. But the necessity of maintaining high 
employment levels after the war may bring about the mass 
production of many household appliances and devices that we 
now regard as luxuries. In this case we shall be able to purchase 
for modest sums many important aids to better living. 

Modern Lighting Equipment 

Perhaps no improvement would mean more to most of us 
than better light at home. Chronic eyestrain plagues millions 
of Americans. This problem cannot be solved by increasing 
the concentrated light supplied by floor and table lamps. The 
contrast with the dark room beyond the circle of bright light 
would merely aggravate the condition. The whole room 
should be brightened up by a combination of fluorescent and 

29 



30 Miracles Ahead! 

incandescent lamps mounted in a cove near the ceiling. Light- 
ing could be automatic and governed by electric "eyes" sensi- 
tive to outside variations in the daylight. 

Because they produce a rich glowing light that is cool, 
fluorescent lamps should be used on desks and tables. They 
are more efficient and cost less to operate than the incandes- 
cent lamp. The fluorescent lamp consists of a long thin glass 
tube containing mercury. It is coated on the inside with a 
substance (phosphors) that fluoresces, or gives off light when 
exposed to ultraviolet radiations. The light from the fluores- 
cent lamp is nearly as white as daylight. You can't see ultra- 
violet rays, but you can observe their handiwork. One type 
of ultraviolet radiation from the sun produces sunburn. These 
rays also help your body to produce Vitamin D. 

If the coating of phospors is not put on the fluorescent 
lamp and a special glass is used for the tube, it then gives off 
powerful germ-killing ultraviolet rays which will keep your 
home free of harmful bacteria. 



"Laundering" the Air 

In the future your air-conditioning unit will also include a 
Precipitron to eliminate dust from your home. This device for 
"laundering" the air was invented in 1934 by Gaylord W. 
Penney of the Westinghouse Research Laboratories. It con- 
sists of tungsten wires and steel plates through which the air 
is drawn. The wires positively charge the dust particles, which 
pass on and stick to the negatively charged steel plates just as 
iron fillings are drawn to a magnet. 

Penney reported that the Precipitron installed in his Pitts- 
burgh home added only sixty cents to one dollar to his 
monthly light bill. He expected the cost of operation to be 
lowered by the development of more efficient equipment. 

The curtains in Mr. Penney's Precipitron-equipped home 



Little Miracles 31 

stay clean for eight or ten weeks. But in pre-Precipitron days 
the curtains had to be laundered every two or three weeks. 
Walls that had to be washed every spring now stay clean for 
three years or more. This means that paint will last longer, and 
the savings in laundry and dry-cleaning bills also add up to 
quite a sum. 

However, the air leakage into the average house is far 
greater than most of us realize. Penney says that the air in 
most houses will be changed from one to two times per hour 
due to normal leakage around doors, windows, flooring. This 
will limit the efficiency of the Precipitron and any air-condi- 
tioning unit. But the performance of Penney 's "air laundry" 
in Pittsburgh's famous smog (smoke plus fog) proves that it 
is more than just another interesting gadget. After the war it 
is possible that Precipitrons may cost little if any more than 
electric refrigerators. Westinghouse has already made a unit 
that sells for three hundred dollars, and one hundred and fifty 
of them have been installed in private homes. The company 
reports that, with large-scale distribution later on, the price 
will be considerably lowered. 

Smokeless Furnaces 

Another victory over city dirt (as well as over the high 
cost of heating homes) has been won by Julian R. Fellows, 
professor of mechanical engineering, and J. C. Miles, asso- 
ciate, of the University of Illinois. They have developed a 
furnace of the future to burn soft coal without filling the air 
with smoke or soot. 

More than 90 per cent of all the smoke produced by even 
the most volatile of soft coals is consumed by the furnace, 
which makes it possible to reduce fuel consumption by as 
much as 25 per cent and to use cheaper grades of coal. Smoke 
is forced down through the fire, where it is burned. Only the 



32 Miracles Ahead! 

smokeless burned gases escape up the chimney. Models of 
the furnace (minus smokestack) have been operated in Ur- 
bana and Springfield, Illinois, hotel lobbies to demonstrate 
their smokeless performance. 

Southern Illinois and other soft-coal interests hope the fur- 
nace will help them regain markets lost in past years as the 
result of antismoke ordinances in many cities, including once- 
smoky St. Louis. Professor Fellows believes his furnace will 
appeal to many homeowners who cannot afford stokers and 
yet wish low-cost, smokeless coal heat. 

Soundproofing 

Noise is definitely harmful to one's nerves, and there is too 
much of it in the average home. Sound-absorbing material, 
which traps sound in thousands of small holes and keeps it 
from bouncing around a room, should be used extensively in 
the home of tomorrow. There is no reason why the clatter 
from the kitchen, or the uproar of the playroom, should be 
allowed to invade the living room. And a telephone nook, or 
a corner for reading or writing, could be protected from 
noises in other parts of the living room that center of many 
activities of the average family. The new, open-front tele- 
phone booths in New York City's Sixth Avenue Subway are 
an outstanding example of effective soundproofing. A person 
can phone even while a train is rumbling by. 

Proper Acoustics 

The Architectural Forum goes another step forward and 
says that acoustics should not stop at the mere absorption of 
a sound. "It seems likely," the Forum declares, "that the de- 
signer of the house of the future will have to be as much con- 
cerned with rooms that 'sound' and 'feel' right as with appear- 



Little Miracles 33 

ance and convenience. The movie industry, for instance, has 
developed small rooms for screening pictures which sound 
exactly like big theatres. Is there any reason why the room 
in which we listen to the radio should not be made to sound 
like a concert hall when we listen to 'big' music? Modern 
rooms, with their bare walls and sparse furniture, often sound 
hollow like an empty apartment and frequently present 
other annoying acoustical problems. Most of these faults can 
be obviated by nonparallel walls, sloping ceiling or curved 
surfaces if the designer is sufficiently well acquainted with 
acoustical correction." 



Radiant Heating 

Engineers tell us that radiant heating will chase the radiators 
or hot-air vents out of the home of the future. Radiant heat- 
ing warms the walls, or floor and ceiling, by means of con- 
cealed hot-air or hot-water pipes. The temperature in a 
radiant-heated room might be 65 degrees or less, but you 
could sit around in your shirt sleeves and feel comfortable. 
Sounds like "black magic." But it isn't. 

Physics teachers tell us of a law which says that a warm 
body always loses heat to a cold one. Your body produces 
more heat than it needs, and you must get rid of this extra heat 
to be comfortable. You feel uncomfortably warm when the 
body has difficulty getting rid of its excess heat, and cold 
when it loses heat too fast. If the walls of a room are cold you 
lose heat to them and feel chilly even though the air in the 
room may be hot. But if the walls around you are heated by 
steam pipes to 80 or 90 degrees you lose very little heat to 
them and feel comfortably warm even though cold air may 
be swirling around you. 

On the other hand, a radiator in a room heats the air in one 
spot and depends on the circulation to warm the whole room. 



34 Miracles Ahead! 

This causes drafts and the room temperature is never 
even. 

You have seen movies of bathing beauties out skiing when 
the temperature was below freezing. Were they running the 
risk of getting pneumonia? No radiant heat kept them 
warm. The rays of the sun, which were reflected from the 
snow, balanced the body heat lost to the cold air. 

Radiant cooling of a home works on the same principle as 
radiant heating. You would pump air or cold water through 
pipes and let your body radiate heat to the walls. But in most 
climates a dehumidifier would be needed to take the moisture 
out of the air, or the damp air would condense on the walls 
and turn them into miniature waterfalls. 



Built-in Furniture 

You'll have fewer pieces of furniture to move around on 
house-cleaning day in the future because more pieces will be 
built into the house. The industrial designer Gilbert Rohde 
believes that all "wall pieces" chests, cabinets, anything that 
now remains in position against the wall will be built in as 
part of the house. 

"The building-in of furniture," he explains, "will relieve a 
family of bulky possessions, will be cheaper, and will permit 
a better organization of space because the furniture will be 
built to fit. Large sofas may also be built in with radio and 
radio-television controls in the arms." 

T. H. Robsjohn-Gibbings looks forward to the day of 
fewer and better pieces of furniture. He feels that "man's 
psychological fear of an empty space" has caused him to 
clutter up his home with unnecessary furniture. He contends 
that the first part of our adjustment to the house of tomorrow 
must be to overcome this instinct to fill empty spaces. Then 



Little Miracles 35 

all the furniture which is placed against the wall for the sake 
of filling an empty space will be eliminated. 

"All the money," he concludes, "which we have spent be- 
cause of this pathological fear will then be available for the 
furniture we need for actual use in our rooms. And we can 
concentrate on making this furniture beautiful, or finer qual- 
ity, and available to all." 

Robsjohn-Gibbings adds the prediction that the men in the 
airplane industry, who are making amazing experiments in 
wood fabrication, may have an important influence on the 
furniture industry of the future. 

Mass-Produced Closets 

One long-standing complaint of housewives has been the 
lack of good storage space. They want more coat closets, 
bedroom closets, linen closets, toy closets, and so on. The 
usual skimpy closet could be expanded into a dressing room 
with specialized drawers and shelves for protecting and stor- 
ing clothing. Designers are planning new mass-produced 
closets to give maximum service at a low price. These closets 
will have raised floors and rounded corners for easier cleaning, 
built-in lights, mothproof linings, built-in drawers, and a vari- 
ety of hangers and racks for trousers, shoes, ties, coats, and 
hats. A few of these closets could easily turn an ordinary 
house into a good one. 

Small Items That Mean Comfort 

Plastics, which are made of air, water, coal, and limestone, 
will be used for interior decoration in your home. Window 
molding, doorknobs, mantels, and other trim made of bright, 
colorful plastics will make your home more cheerful. Lucite, 



36 Miracles Ahead! 

one of the new plastics, can make light rays go around a cor- 
ner. Thus it will be possible to bring sunlight from the roof 
down to any room in your house. Among the other synthetics 
are fabrics, woven from glass, which will make draperies and 
curtains that are fireproof, unfading, and practically ever- 
lasting. 

Russel and Mary Wright are confident that "increased ex- 
perience with synthetic fibers will produce simplification of 
the labor- wasting system of bedmaking. Imagine a buttonless 
mattress to which is attached a permanent blanket containing 
a highly efficient insulating material both mattress and 
blanket covered with a new scrubbable fabric, leaving only 
the sheets and pillow cases to be washed," they explain. "Im- 
proved electric blankets equipped with thermostatic adjust- 
ment to suit the fussiest sleeper may well become household 
staples." 

A Modern Bathroom 

The average bathroom has not been improved much since 
the 1920*8. The shower should automatically deliver water of 
the right temperature, instead of generally requiring several 
minutes of experimenting. Built-in soap dishes should drain 
properly and prevent soap from turning into a sticky mess. 
Instead of spilling several articles out every time it is opened, 
the too-shallow bathroom cabinet should be deep enough to 
hold the large assortment of articles usually found in such a 
cabinet. 

Discussing apartment-house bathrooms, Elisabeth Coit re- 
marks, "How many designers are guilty of putting bathroom 
cabinets back to back with no insulation between? The neigh- 
bor's conversation and his plumbing noise come right 
through!" 

The mirror over the washbasin should be well lighted and 



Little Miracles 37 

adjustable so a man could shave himself without courting eye- 
strain or razor nicks. Knee levers or toe pedals should open 
and close the taps in the washbasin. And why not make the 
basin big enough to bathe the baby in? Walter Dorwin Teague 
suggests putting an electric washing machine under the wash- 
basin. Of course you may prefer the laundry equipment in 
the kitchen. But since every woman uses the bathroom for 
laundering stockings and lingerie, some designers say the 
whole laundry might just as well be done there. 

Electric heaters and sun lamps should be built into the bath- 
room ceiling. A waterproofed rubber-tile floor would permit 
a person to walk around barefooted without getting cold feet. 

"The mass-production techniques that made the auto what 
it is today," observes Fortune magazine, "may make the bath- 
room what it should be tomorrow. Small bathrooms could be 
made in a few easy-to-assemble pieces, priced to undersell 
even the cheapest home-installed jobs. The eminently sensible 
Victorian custom of a lavatory in each bedroom might be 
revived and improved with devices like the disappearing 
washbasin of the Pullman bedroom. Large bathrooms could 
include an array of refinements and innovations. The largest 
might include dressing rooms equipped with everything from 
curling irons to overnight pants pressers. Such units could 
replace many an existing bathroom. With his 20-year-old fix- 
tures giving him trouble both esthetically and functionally, 
what house owner could resist the temptation to rip them out 
and put a $700 dream in their place? " 

Refrigerator Drawers 

The prewar refrigerator was a great improvement over the 
old-fashioned icebox. It kept food colder. But a lot of that 
"cold" was lost every time you opened the refrigerator door 
and rummaged around hunting for something invariably be- 



38 Miracles Ahead! 

hind two other bottles or dishes. A lot of dispositions were 
ruined by balky ice-cube trays. 

The refrigerator of the future could be divided into a series 
of drawers spread out along the kitchen counter. Each drawer 
would hold a certain kind of food at its own ideal temperature 
and humidity. There would be a drawer for milk, butter, and 
cheese; another for frozen foods; another for meats; and an- 
other for vegetables. Glass tops in the kitchen counter would 
permit you to see the contents of a drawer without opening 
it. Ice cubes might be obtained by pressing a button or turn- 
ing a crank. 

The Hamby "Kitchenless House" 

The basis of William Hamby's work is that the home must 
be improved for the one who uses it the most the housewife. 
To get rid of kitchen drudgery, he has abolished the usual 
kitchen. He's streamlined the kitchen and brought it out in 
the open so that it becomes part of the spacious dining area. 
It forms the end wall of the dining room. No longer would 
the kitchen be a room shut off from the rest of the house, 
where a woman "stands over a hot stove," wears herself out 
stooping and stretching to get things out of cupboards or the 
refrigerator, and keeps busy early and late washing dishes. 

"Don't think for a minute," Hamby hastens to add, "that 
this arrangement handicaps the kitchen by restricting it to 
makeshift methods or that it spoils the dining room by litter- 
ing it with pots and pans. This is an entirely new kind of 
kitchen, with far more facilities of every sort than the low-cost 
home has ever had before. And, like nearly all things that 
work better, it looks better, too." 

When you enter the Hamby "kitchen" you immediately 
notice the long horizontal arrangement of counter, sink, and 
cupboard space. All the staples and heavy utensils are on the 



Little Miracles 39 

shelves easiest to reach no more teetering around on a step- 
ladder while you hunt for an elusive box of cloves or baking 
powder. The lighter dishes and plates are on the shelves im- 
mediately above. The whole length of the kitchen counter is 
designed for food storage, with compartments to hold each 
food at its own ideal temperature and humidity, including 
vegetables, meat, butter, frosted foods, and cereals. 

This kitchen has an easy-to-reach place for everything, 
and everything is in its place. You can prepare an entire 
recipe at one spot, without stooping, stretching, or hunting 
for things. Suppose you take a chicken from one of the 
kitchen-counter compartments. Right at hand you find all 
the materials for stuffing the chicken, roasting it, and making 
the gravy. Then you serve it at the dining table only a step 
or two away. No, you don't serve it on a special platter. You 
serve it in the same utensil it was cooked in, for it is a bright, 
clean electric utensil that plugs in along the kitchen coun- 
ter. 

Automatic heat regulation makes these utensils ideal for 
cooking a meal. No longer do you have to patrol the kitchen 
looking at each pot and pan to see that something is not get- 
ting ready to burn. No more do you worry about whether the 
beans and corn are going to be done too soon, and will have 
to stand around while you fix the steak or chops. Automatic 
heat control will see that each vegetable or meat dish is done 
at the right moment to serve piping hot thus removing a 
major cause of worry for the cook. 

By this time you've also noted that the kitchen needs no 
stove. That's another place where cleaning and scouring 
would be abolished. You get another pleasant surprise when 
you examine the sink. Instead of bothersome hand faucets, 
there are knee-operated valves that leave both hands free. 
And a waterproof paper bag, in a compartment built into the 
sink, does away with the unattractive garbage pail. 



4o Miracles Ahead! 

At one end of the kitchen counter you discover another 
device to eliminate "Monday-morning blues" it's a modern 
automatic laundry. The laundry is concealed from the dining 
area but is really part of the kitchen. 

You note, too, that the kitchen is flooded with light in the 
daytime, but it is not too bright for your eyes. The kitchen 
wall itself is of translucent fiber glass, while the wall units cut 
off the light at eye level and keep you from having to look 
into the light. Fluorescent tubes along the walls provide in- 
expensive, cool "daylight" at night. In the center is an open 
space of transparent glass to serve as a window-with-view, 
and in this are placed glass shelves for plants and flowers. 

An oil-burning fireplace furnace to heat the house and fur- 
nish year-round hot water is recessed into the living-room 
wall next to the kitchen. You can open the door to let the 
comforting oil flame of the furnace show through the glass 
in front all the atmosphere of the wood-burning fireplace 
without its bother. 

Hamby points out that this arrangement not only simplifies 
the heating system but concentrates all the mechanical work- 
ing parts of a house near one point. "This would enable you," 
he explains, "to get the most out of the plumbing, wiring and 
utilities. In that way, and through the use of rust-proof cop- 
per pipes and parts, leaks and costly repairs could be almost 
permanently eliminated." 

In this two-story house the bath is immediately above the 
kitchen and utilities. This location further concentrates the 
mechanical parts near one point in the house. By reducing the 
length and complication of the piping, such a plan makes it 
possible to use the finest plumbing methods and the best ma- 
terials while keeping the over-all cost within the reach of 
families of moderate means. 

Because every inch of space in this "kitchenless house" is 
planned for full use, this home can be of modest proportions 



Little Miracles 41 

and stall provide plenty of living and working space for the 
family of average size. 

This reduction in size, plus the simplification of mechanical 
parts so they can be mass-produced, should make Hamby's 
house cost no more than thirty-five hundred dollars complete 
with all its improvements. 



IV 

CARS OF THE 1960's 

YOUR POSTWAR CAR will probably be made of light metals and 
plastics and may therefore be around one thousand to twelve 
hundred pounds lighter than 1942 models! This means a 
smaller, "air-minded" motor designed to burn the high-octane 
gasoline now used in fighters and bombers. You won't have to 
bother with the gearshift at all, for the gears will be shifted 
automatically as your car picks up speed. There will be no 
fenders nor running boards on this "wingless plane-car." The 
wheels will be enclosed by the streamlined body and the bot- 
tom of the car will be airtight to protect the drive shaft, dif- 
ferential, and other parts from dust and dirt. Doors will slide 
back or roll up like a roll-top desk and will be controlled by 
buttons instead of door handles! 

Yes, this new car will be more livable and practical than 
any you have been able to buy to date. Removing the fenders 
and running boards will permit the inside of your car to be 
more spacious, without greatly increasing its over-all length. 
This will provide a back seat at least six feet wide, giving space 
for a couch or bed. The driver's seat will be fixed (but adjust- 
able, of course), while the other two front seats may be 
moved around as you move your living-room chairs. And 
there will be plenty of "living room" in your new car. Uphol- 
stery will be of a fabric made of soy beans, or a cloth spun 
from glass. These can be easily cleaned with a damp cloth. 
The inside of the car will not be cluttered up with window 
cranks, because the vehicle will be air-conditioned. 

42 



Cars of the 1960'$ 43 

Visibility for the driver will be increased by having his seat 
far forward. Only about 25 per cent of the total length of the 
car will be in front of his line of vision, instead of 50 per cent 
as in 1942 cars. This will enable the driver quickly to spot 
cars coming in from cross streets and eliminate a lot of nerve- 
racking sharp turns and quick stops. 

Your car's tough, transparent plastic nose, like the "green- 
houses" on a Flying Fortress, will give you unbroken vision 
all around. No more peeping from behind the center or corner 
posts in the windshield. This plastic nose will not fog or frost 
it would not be used by our high-flying, all-weather 
bombers if it did. 

Headlights could be made to throw a narrow, flat beam to 
illuminate the road ahead without blinding an approaching 
driver. Or a polarizing lens for headlights, plus a similar screen 
for the windshield, would abolish glare. A lens of this type is 
already widely used in our glare-eliminating sunglasses. 

Your car may have rubber springs, which also serve as shock 
absorbers. They will operate silently and reduce road noise. 
Easier parking and steering will be obtained by having some- 
what smaller wheels. But the tires may be larger, using lower 
air pressure to give you smoother and longer service. Rayon 
cord fabric makes military tires stronger. Your postwar tires 
will be made of long-wearing synthetic rubber (mixed with 
small amounts of natural rubber) and rayon cord. You should 
get around one hundred thousand miles of wear from these 
tires. A very tough, heat-resisting glass-textile fiber may prove 
suitable for tire cord. If this fiber can be used, it will be pos- 
sible to reduce the amount of rubber in tires. 

A plastic "sky-view" top will give everybody in your car 
a chance to enjoy the scenery as you explore new sections of 
the country. Industrial designer George Walker explains that 
the plastic top will permit the transmission of ultraviolet rays 
(which are halted by ordinary glass) and "will give the pas- 



44 Miracles Ahead! 

senger a good tan without the discomfort of sunburn, due to 
the elimination of the infrared rays." A lightweight Venetian- 
type blind could control the amount of light desired, or a 
polarizing device could be adjusted to shade off excessive sun- 
light or glare. The plastic top also would insulate the car 
against summer heat and winter cold. 

An air-conditioning system will permit you to take your 
climate with you no matter whether you are touring a desert 
wasteland or the icy mountains. The air conditioner is located 
under the snub-nosed hood in front of the driver the engine 
doesn't live there any more. It is in the rear, installed in "pan- 
cake" fashion (with the cylinders horizontal). The engine is 
directly over the rear wheels, which permits the hooking of 
the engine directly to the transmission system. This arrange- 
ment reduces the loss in power resulting from the use of a 
long drive shaft running from the front to the rear of today's 
car. 

The removal of the drive shaft makes it possible to lower 
the floor of the car, thus putting the center of gravity so low 
that on sharp turns at high speeds the car banks and doesn't 
roll easily. You have seen this principle demonstrated by a 
toy doll with a weighted base, which keeps it from being 
knocked over. One airplane feature vertical fins like plane 
rudders may be used by some postwar cars to give them 
greater "readability. " (One of Packard's designs for a postwar 
car uses this idea.) 

New Low Prices 

You will get all this and more safety, too, at a low price and 
an operation cost little higher than that of your household ap- 
pliances. 

How much will your postwar car cost? Some engineers say 
a light car can be made to sell for around seven hundred dol- 



Cars of the 1960*$ 45 

lars, a little less than the same size prewar car. Others believe 
that a car can be made to sell for four hundred dollars. 

"After a few years," remarks David Dietz, Scripps-Howard 
science editor, "post-war cars will be so far ahead of 1942 
models that the differences separating the two will be greater 
than those separating the 1942 car from the old Model T 
Ford." 

Dr. Charles M. A. Stine, vice-president of E. I. du Pont de 
Nemours and Company, points out that "since automobile 
production stopped the shiny new models that are gathering 
dust in dealers' storerooms have aged, technically, at least 20 
years. We are now in the 1960*8 of motor cars, as measured 
by the old pace of development." 

Between 1912 and 1942 the automobile industry did give 
the consumer a car of greater dependability and better appear- 
ance at a lower cost. In dollars per horsepower, cars cost only 
about one-third what they did in 1925. And it cost the owner 
a little more than half as much to run his car in 1942 as it did 
fifteen years ago! 

But in recent years the more the prewar car seemed to 
change the more it remained the same. The main reason for 
this was the huge investment in expensive dies and tools which 
the companies did not want to scrap. A new model was 
brought out each year, but this model did not differ more 
than 10 per cent from the previous year's model. 

Automobile stylists designed a car with accent on beauty. 
They went in for fancy fenders and radiator grilles. They 
streamlined the windshield by slanting it, but they also stream- 
lined the rear window so that in winter snow piled on it and 
the driver couldn't see out. Even in clear weather the rear 
window gave the driver little more vision than that afforded 
by the tank driver's slit in an M-4 tank. Meanwhile the auto- 
motive engineers were forced to wrench the machinery 
around to fit the stylists' ideas of what a car should look like. 



46 Miracles Ahead! 

In 1942, however, the automobile industry was converted to 
war production. While setting records in the output of tanks, 
guns, planes, and other equipment for war, the automobile 
industry has learned a lot about using light metals, plastics, 
compact engines, and new fuels for postwar automobiles. 
Furthermore, the old automobile assembly lines have been torn 
out to make way for war production; some tools and dies 
have been scrapped, or are getting out of date. 

Figuratively rubbing his hands, Fred M. Zeder, chief engi- 
neer and vice-chairman of the board of Chrysler Corporation, 
declares: 

"As a result of the suspension of automobile production, 
the industry will find itself for the first time, when the war 
is over, able to approach the design and construction of 
motorcars on a new basis. The war has freed motorcar engi- 
neers from the traditions of the past, freed them from the 
stranglehold of old machine tools and methods. Research can 
now be directed at things as they should be, rather than as 
they are." 

Engines Move Back 

Needless to say, all of the new possibilities for the car of 
the future will not be adopted without a struggle. The pros 
and cons on rear engines are being argued fiercely now and, 
to be sure, you will be able to buy cars in the future with 
engines up in front. Some engineers still favor that arrange- 
ment. They contend that a rear-engined car will be difficult 
to control at high speeds and that a constant weight on the 
front wheels makes for a smoother ride. They also point out 
that the necessity of keeping the engine cool requires that it 
be up front so the radiator can get the benefit of natural 
draft. 

Proponents of the rear-engined car say the weight prob- 



Cars of the i$6o's 47 

lem will be solved by the building of lighter engines. William 
"Bill" Stout says the rear-engined car can be cooled efficiently 
if the motor is installed lengthwise instead of sidewise. His 
rear-engined Scarab, which was built in 1935, used a Ford 
V-8 motor, with cooling solution sealed in, and ventilation 
vanes built into the engine housing. A "pancake" motor could 
be cooled by bringing the air down from a grille in front of 
the car and passing it to the motor through a tube running 
under the floor. Some critics of rear-engine installation agree 
that if a compact air-cooled engine is generally adopted it 
could be placed anywhere. 

Mr. Stout reminds us that the first cars had their engines 
in the rear; but the manufacturers abandoned the idea because 
they could not drop the notion, says Stout, that a car was 
really a buggy, with an engine instead of a horse between the 
shafts. 

Stout insists that the rear-engine car is safer, having less 
tendency to skid because the additional weight gives the rear 
tires a better grip on the road than does today's front-engined 
car. "Even on ice," he adds, "I find it easy to maintain trac- 
tion in this car the Scarab which I have driven 125,000 
miles. With the weight in back, the rear seat ride will be the 
best ride in the car. In front-engined cars the best ride is given 
the engine, and the passengers take the bumps. ... At the 
same time, the front end is light enough so that if you run off 
the slab onto soft spots beside the highway there will be no 
tendency for the front wheels to bury themselves in the mud 
and put the car out of control." 

Engineers may continue to argue over where the engine 
should be placed. But they all agree that it should be improved. 
"The present engine," declares Fred M. Zeder, "weighs five 
times as much per horsepower as the aviation engine. . . . 
We can go as far as we want in weight reduction of auto- 
mobile engines. In fact, it's possible to eliminate 250 of the 



48 Miracles Ahead! 

average of 600 pounds." "Bill" Stout already has developed 
a hundred-pound, hundred-horsepower, four-cylinder, air- 
cooled automobile engine. 

New Metals for New Motors 

New light but tough metals and more powerful gasoline 
will aid in the perfecting of small, high-speed auto engines 
with greater power per pound of weight. If a little gasoline is 
poured on the ground and ignited, it flares up quietly. But if 
gasoline and air are compressed by the piston in the cylinder 
of an engine, and then ignited by a spark, the mixture burns 
very rapidly and the consequent expansion drives the piston 
back with great force. The more the gasoline and air are com- 
pressed the greater the power delivered. The problem has 
been to make a cylinder head strong enough to stand the 
greater pressure exerted by a high-compression motor, with- 
out adding too much dead weight to the motor. 

The use of steel alloys (steel plus vanadium, chromium, 
molybdenum, manganese, etc.) and beryllium has produced 
materials which make light but tremendously strong cylinder 
heads. Further experimentation with beryllium, the tough 
cousin of aluminum and magnesium, promises to bring future 
marvels in metallurgy to speed the building of the low-cost 
postwar automobile. 

Beryllium is one-third lighter than aluminum and harder 
then steel, but it is too brittle alone for use in high-speed 
machinery. If 2 per cent of beryllium is added to copper, and 
a heat treatment then is used, an amazing change is wrought 
in copper. The beryllium-copper alloy made into a rod only 
one-half inch thick will lift twenty tons! A beryllium copper 
chisel can be driven through steel. Most metals "get tired," 
but beryllium-copper is virtually untiring. It gets a "second 
wind" just when other metals give up the race. For instance, 



Cars of the i^66 > s 49 

spring steel will take three million vibrations on a testing 
machine. Beryllium-copper can take at least one billion. 

The delicate new aviation instruments have beryllium- 
copper in them to assure permanent accuracy under all sorts 
of stress and strain. Engineers have begun to use this alloy in 
the electrical equipment, valves, and gears of engines, and in 
radios, electric motors, and other high-speed machines. Your 
vacuum cleaner and refrigerator give you longer service 
because of beryllium-copper. 

Another alloy beryllium-nickel is stronger than beryl- 
lium-copper and has a bright future. If beryllium and alumi- 
num can be combined, the automobile and aviation industries 
may have the perfect alloy for engine pistons. And when the 
problem of combining beryllium and magnesium is solved, 
engineers will have an excellent alloy for structural purposes. 

As beryllium-production processes are simplified, and the 
price is lowered, this metal will be used more widely in the 
building of a better postwar auto engine. 

Renaissance of the Diesels 

Recent improvements in Diesel engines indicate that the 
present gasoline motor may someday have to look to its lau- 
rels. The Navy is using a new "pancake"-type Diesel engine 
which gives lighter ships increased speed and range. 

Dr. Rudolph Diesel, a German engineer, patented his en- 
gine in 1892 and first operated it successfully in 1897. The 
power explosion in the Diesel cylinder is caused by compres- 
sion instead of by a spark as in a gasoline engine. 

Thus the Diesel has no ignition system nor spark plugs. 
Neither does it have a carburetor, which is used in the gaso- 
line engine to mix air and gasoline and admit them to the cyl- 
inder. In place of the ignition system and carburetor there are 
injectors, which are usually placed about where the spark 



50 Miracles Ahead! 

plugs would be in a gasoline engine, and the injection 
pumps. 

The Diesel's piston compresses the air in the cylinder and 
raises the temperature to about 1,000 degrees Fahrenheit. (You 
may remember how a bicycle pump gets hot while you are 
pumping up a tire.) When the piston is near the top of the 
cylinder, fuel is injected into the heated air in the form of a 
fine spray; and it starts to burn immediately. The burning 
fuel then expands rapidly and forces the piston down. 

The best gasoline engines must use high-octane fuel, and 
others generally use ordinary gasoline. But the Diesel will use 
any fuel gaseous, liquid, or solid igniting at 1,000 degrees 
Fahrenheit or under that can be sprayed into the cylinder. 
Usually the Diesel burns heavy fuel oil. Diesel's first engine 
used powdered coal, and even buttermilk has been used. The 
Diesel is not choosy! 

Aside from the fuel-economy angle, the Diesel is the most 
efficient of all types of heat engines. The steam engine is 6 to 
8 per cent efficient; the steam-power plant, 15 to 27 per cent; 
the gasoline engine, 22 to 28 per cent; the Diesel, 32 to 38 per 
cent. The temperature of the Diesel never is as high as that of 
the gasoline engine. High cylinder temperatures are always 
transmitted to the surrounding air or cooling water, and are 
carried off as waste energy. Therefore the Diesel wastes less 
energy in this manner than the gasoline engine one of the 
main reasons why it is more efficient. 

Charles F. Kettering, research chief of General Motors, 
believes the Diesel is ready to go places after having expe- 
rienced plenty of growing pains. 

"In old days," he said, " Diesels were large and terribly 
heavy. They used to say a Diesel was 'a mountain of iron 
with a rivulet of power/ Also, it made a lot of noise and a 
bad smell. One trouble was that for the first 20 years, because 
they put Diesels in boats, they tried to make them like gaso- 



Cars of the i$6o's 51 

line engines. Now, we are trying to make them like Diesel 
engines. So, with constantly better alloys and knowledge of 
combustion, we are steadily taking metal, and noise, and smell 
out of the Diesel." 

In 1937 Kettering declared that "the Diesel is entering new 
fields of usefulness entirely unsuspected just a few short years 
ago." Today the Diesel seems headed for still newer fields. 

Recently it was discovered that when ordinary gasoline was 
used as a fuel in the Diesel it gave one-third more miles per 
gallon than the same fuel would have given in a gasoline 
engine. This discovery may lead to the adoption of a fuel- 
injection gasoline engine, without spark plugs or carburetor, 
which operates on the Diesel principle. Excellent German 
aviation engines use the fuel-injection system and give plenty 
of power with gasoline which has a much lower octane rating 
than our new fuels. So here is another possibility for the super- 
efficient postwar auto engine. 

Jeeps for the Farm 

When they stop to think about postwar cars, engineers give 
some attention to the jeep's character and performance. This 
2,200 pound combat car can carry six men in an emergency, 
mount a fifty-caliber machine gun, and tow guns and other 
equipment. There are few jobs in the Army that it hasn't 
been asked to do and it does them well. 

It is powered by a four-cylinder, sixty-horsepower, go-devil 
engine and has six speeds forward and two in reverse. It can 
plow through high water, duck in and out of ditches, dodge 
under trees, and scramble up steep hills while its crew is 
pumping lead at the enemy. 

The American Bantam Car Company came forward with 
an idea for a jeep in 1940, and the Army promptly dropped its 
plan to buy a lot of motorcycles. Willys-Overland, Bantam, 



52 Miracles Ahead! 

and Ford now make jeeps for the Army, which considers 
them our main contribution to mobile warfare. The Russians, 
who know a thing or two about fighting in all sorts of 
weather, agree that the jeep is no "summer soldier." 

No one proposes that the jeep replace the passenger auto- 
mobile, but Don E. Weaver, editor of the Fort Worth Press, 
believes the jeep will be kept busy when the war ends. 

"After the Civil War," he wrote, "the slogan was '40 acres 
and a mule.' Well, why not 40 acres and a jeep? The Depart- 
ment of Agriculture has tried them out and finds that they 
can pull a plow, cultivator, or mower as well as a tractor. 
And you can unhitch the plow, load up the wife and kids, 
and go to town in the jeep on Saturday nights. 

"The farmer lost the old family horse when he got a flivver 
and a tractor. The flivver couldn't work the fields and he 
couldn't go to town in the tractor. The jeep, bless its heart, 
can do both. 

"If you're not interested in farming 40 acres with a jeep, 
or in using one to herd cattle or ride fences on your ranch, 
maybe you would like to take a two-week vacation rough- 
ing it. The modern auto is swell, but it can't be everything. 
It has been refined for superluxurious city use. The jeep is as 
outdoors as a hunting dog." 

The Plastic Car 

Several materials may be expected to compete for the honor 
of forming the body of your postwar car. Plastics made of 
soy beans, resins, grains, petroleum, and other unlikely 
sounding products have a lot to recommend them. Robert A. 
Boyer, until recently a research engineer for Henry Ford, has 
built an all-plastic car body which is eight hundred pounds 
lighter than the standard model and has ten times the impact 
strength of steel. Boyer agrees that a plastic car may not be a 



Cars of the 1960'$ 53 

great deal better than a steel car, "but plastics will enable us to 
build a better car at lower cost." 

Plastic bodies will be built in panels. In case of a wreck, 
only the damaged panel would have to be replaced. In the 
future, dealers may stock body panels as well as parts. You 
can stop worrying about the usual crop of scratches and dents 
that a car generally picks up in the course of a year's driving. 
Plastic bodies can take punishment. A husky man smacked 
the Ford plastic car with an ax and failed to dent it. For 
another thing, the smooth, hard finish on your plastic car is 
built in to stay forever. 

Molded plywood alternate layers of wood and plastic 
baked into shape under pressure will give plastics a lot of 
competition. Factories now are turning out molded-plywood 
tails, wings, and fuselages for training planes, and fuselages 
for bombers and cargo planes. The fuselage of Britain's De 
Haviland twin-engined Mosquito bomber, which carries two 
thousand pounds of bombs and has a range of three thousand 
miles, is made of two layers of plywood with a center of balsa 
sandwiched between them. It takes hours to plug bulletholes 
in a metal plane, but a wooden Mosquito bomber can be 
patched in a few minutes. 

Plastics and plastic plywood both will be challenged by 
aluminum and magnesium alloys. These two metals are vital 
in airplane construction. Wartime necessity has tremendously 
expanded our output of aluminum and magnesium, and low- 
ered their price so they will be available for low-cost cars. 
In 1941, automobiles used an average of only seven pounds 
of aluminum, while magnesium was, until a few years ago, a 
structural curiosity. A lighter, but strong, automobile chassis 
will be made from aluminum and magnesium alloys. In addi- 
tion, welding will replace bolts and rivets in the construction 
of the chassis. 

Some automotive engineers are confident that steel will not 



54 Miracles Ahead! 

be elbowed out of the race by other rivals. They explain that 
although stainless steel is three times as heavy as the light- 
metal alloys it is so much stronger that only one-third as much 
need be used. They believe that further experiments with 
light-gauge steel will permit them to do as much with it as 
with the light metals. 

New Gasoline 

Tremendous improvement in gasoline not only will permit 
the use of lighter, smaller engines but will require the con- 
struction of entirely new engines to burn this fuel. The 
Socony- Vacuum Oil Company reports that its new gasoline 
is so powerful that no engine now in operation can make full 
use of it. 

The big oil companies are producing immense quantities of 
powerful (high-octane) gasoline for military use. This fuel 
should hasten the day of victory. It adds 15 per cent to the 
operating range of our bombers and permits an increased load 
of two to three tons of bombs for every ten tons they carry 
today. It enables fighter planes to get "upstairs" faster a 
priceless asset in aerial combat. Cargo planes carry heavier 
loads to far-flung battle fronts because their engines have the 
extra power needed for the job. 

This extra power is made possible because high-octane gas- 
oline gets rid of the "knock" in engines. When fuel "knocks" 
in an engine it is not burning evenly and efficiently. In order 
to build a high-compression engine it was necessary to develop 
high-octane "antiknock" gasoline. 

Several years ago chemists worked out an "octane scale" to 
measure the efficiency and "antiknock" quality of gasoline. 
The "100 octane" rating was given a variety of fuel that 
would be 100 per cent antiknock. Then the chemists began 
shooting at the 100 octane goal. 



Cars of the 196 cfs 55 

First Dr. Thomas Midgley, Jr., discovered that a few drops 
of tetraethyl lead (composed of lead and alcohol) in gasoline 
made it burn evenly and halted the knocking. But, since tetra- 
ethyl lead's effectiveness strangely decreases as the amount 
added to gasoline increases, it could not raise the octane rating 
of gasoline above 87 the type of fuel our military planes 
used for years. 

So, instead of adding anything more to gasoline, the chem- 
ists took the second step. They began to rebuild the fuel itself. 
Crude oil is a complicated compound of hydrogen and car- 
bon, with smaller amounts of sulphur, oxygen, and a few 
other elements. By a refining process known as "cracking," 
the hydrocarbon molecules are cracked apart under terrific 
pressure and heat. Then they are hooked together again to 
form a new fuel high-octane gasoline. Improvements in the 
cracking process have brought a great saving in petroleum 
supplies, because it can make high-octane fuel from heavy oils 
that otherwise could not be used for gasoline. 

Today we have several fuels that exceed the 100 octane 
rating. One superfuel "triptane" is reported to be 50 per 
cent more powerful than aviation gasoline. Only very small 
amounts of triptane can be made now, but it, and other super- 
fuels, should be in quantity production in a few years. 

Our capacity to produce powerful fuels will be available 
for civilian cars when the war is over. And the price will be 
low. These high-octane fuels will mean that if you now get 
eighteen miles per gallon you should get thirty or more in 
the postwar years. 

Future Traffic Solutions 

By now you may be saying, "This low-cost postwar dream 
car sounds fine. But it will merely be a nightmare to me unless 
something is done about traffic congestion and parking diffi- 



56 Miracles Ahead! 

culties; blind crossings and reckless drivers, whose tribe seems 



to increase." 



Highway and traffic engineers, and radio experts, are going 
to do something about these problems. More superhighways, 
with underpasses and overpasses, will be built between large 
cities. (These highways also will be widened at certain points 
with landing strips for airplanes.) Crooked, narrow "bottle- 
neck" streets in cities and towns will be straightened and 
widened, and elevated highways will be built to speed up 
city traffic. These jobs will cost a lot of money, but they will 
be worth it. It is estimated that traffic snarls cost several mil- 
lion dollars a year in New York City alone. The use of build- 
ing roofs and basements for parking, an idea that has already 
been tried out in some cities, will be generally adopted in the 
future. No longer will street parking be permitted to cut the 
efficiency of expensive streets by 50 per cent. 

The Radio Traffic Cop 

In a few years your car radio may have two receivers 
one for your favorite dance band or news commentator and 
the other for the radio traffic cop, who will patrol the roads 
or be stationed at strategic spots. He will give you directions 
via standard national highway frequency, warning you of an 
accident down the road, a dangerous curve, a damaged bridge, 
or a blind crossing. And in a few more years the traffic cop 
may be hovering overhead in a helicopter to shepherd you 
around traffic jams or road hazards. 

William S. Halstead, a New York City communications 
engineer, believes that the automobile of the future will 
emphasize safety in order to compete with low-cost airplanes. 
"Auto makers," he said, "have made the car safe. The post- 
war emphasis will be on making the driver safe. The most 
likely method to be used will be highway radio broadcasts 



Cars of the 1966*$ 57 

which will feed caution and common sense into the ears of 
the driver and relieve his already strained eyes. The road 
marker of the future will be the radio" 

Radar for Driving Safety 

Radar, the war device that has been guarding our coasts and 
shipping lanes, will give aid and comfort to the motorist in 
years to come. Radar means RAdio Detecting And Ranging. 
It can spot the enemy beyond the range of human eyes and 
ears, and fog, clouds, storms, or darkness have no effect on 
its amazing powers. This electronic device sends out ultra- 
high-frequency -radio waves. If these waves strike an enemy 
submarine, plane, or ship, they bounce back, and in doing so 
they locate and measure the distance to the enemy targets. 

With Radar in your car you won't have to worry about a 
pea-soup fog or a blinding storm. The radio waves from your 
car will pierce the gloom and warn you if there is danger 
ahead. 

Radio advances in the future may permit you to follow a 
direction beam just as planes do. No more poring over road 
maps. You tune in on the wave length of the city you wish to 
visit, and ride in on the beam. 

Postwar Dilemma 

At present the V Day plans of automobile makers call for 
a quick change-over to the production of slightly modified 
1942 models. They explain that this procedure will help cush- 
ion anticipated widespread unemployment during the recon- 
version of industries to peacetime production, and also meet 
the heavy demand of eager buyers for new cars. 

Leo H. Rich, an associate of Walter Dorwin Teague, an 
industrial designer, is critical of manufacturers who plan to 



58 Miracles Ahead! 

return to 1942 models. He declared that manufacturers have 
educated the public to expect new models each year and that 
consumers, who are aware of the great strides industry is mak- 
ing during the war, are looking for remarkable improvements 
in postwar products. 

"This does not mean," he said, "that the public expects or 
would welcome all the radical fantasies which have been 
dreamed of on various drawing boards, but it certainly doesn't 
expect that the war will have brought no progress." 

Rich agreed that some manufacturers will have no chance 
to retool before peace, and some must resume production of 
1942 models in order to bridge the gap and avoid unemploy- 
ment. But he added that "this should be a stop-gap policy and 
manufacturers should disown any desire to capitalize on a 
sellers' market." 

He suggested that 1942 models be labeled "temporary" or 
"victory" models and that new designs should not have to 
wait until the market for these is exhausted. 

Other commentators argue that when peace comes there 
will be few if any automobile tools or dies on hand to pro- 
duce 1942 models. They say that now is the time for the 
industry to redesign an entirely new car. It is agreed that 
industry should swing into action quickly to prevent mass 
unemployment after the war. But the point then is made that 
consumers may sit tight and refuse to buy a 1942 model car, 
after having heard of the "big things" to come. Critics of the 
stopgap production plan also warn that if the automobile 
companies don't step out with new models other competitors 
may beat them to it and cut into their market. 

Competition between airplane and automobile companies 
will speed the development of a new and better automo- 
bile. Teamwork on war production has put plane and auto 
companies in one another's "back yards." They may stay 
there when the war is over. Airplane engineers may want to 



Cars of the 1966*3 59 

use their "know how" with plastic panels, light metals, and 
compact, powerful engines to produce a light, low-cost car. 
Automotive engineers may welcome the chance to show how 
low-cost "family-style" planes can be mass-produced for a 
postwar civilian market. Both sides also have picked up ideas, 
new materials, and methods which they can use in their own 
industries. 



YOUR FLYING FLIVVER 

IN LESS than a decade you may be using a small flivver plane, 
a helicopter, or an autogiro as often and as nonchalantly as 
you have been accustomed in the past to using the "family 
bus" for week-end trips and vacation outings. In fact, you 
may turn to flying in order to obtain relief from the strain of 
driving a car over congested highways. 

The mass-production techniques that have been developed 
during wartime for the manufacture of a great variety of 
planes for war use mean low-cost planes for civilian use later 
on. Furthermore, the incessant testing, checking, and remodel- 
ing that have been going on during the war, making planes 
safer and still safer, mean flying ships for civilians later on 
that will be almost foolproof. 

Scores of manufacturers already have their designs for 
civilian planes on paper. Most of them, such as the Cessna, 
Aeronca, Piper Cub, and Taylorcraft, will look something 
like the light planes of today. Several of these planes will, 
however, have four-wheel landing gear and folding wings so 
they can be operated both as a plane and as a car. All of them 
will have improved engines for low-cost operation and will 
take off and land safely in small areas. 

The light plane has been tested in battle and found strictly 
A- 1 in performance. "L"-type Grasshoppers (liaison planes 
which hedgehop from point to point during battles) are as 
versatile and hard to hurt as the Army's jeep. Able to take off 
and land on all sorts of terrain, and to duck among trees or 
fly slowly to avoid enemy "chicken hawks," the Grasshoppers 

60 



Your Flying Flivver 61 

are ideal as observation craft. Equipped with two-way radio 
and manned by a pilot and observer, the Grasshoppers spot 
enemy guns and direct the fire of our artillery. These planes 
also can transport men and materials to front-line points which 
could not be reached by heavy cargo planes. They have 
served successfully as hospital planes for the evacuation of 
wounded. Other types of light, unarmored planes are used as 
training craft for pilots. 

Your First Plane the Helicopter 

Unless you are air-minded and have already had some expe- 
rience in piloting a plane, your first flying ship may well be a 
helicopter. You will regard this rotary- wing craft with affec- 
tion and esteem because of the ease and simplicity with which 
it can be operated. Its horizontal, revolving blades enable it 
to fly straight up, straight down, forward, backward, side- 
ways, and to hover stationary in the air like a gnat or hum- 
mingbird. It can operate from your back yard, the roof of 
an office building, or a side street. Most airplanes are still 
demanding creatures when it comes to take-off and landing 
space. The helicopter asks no favors. All it requires is space 
large enough to contain its structure. 

Igor Ivan Sikorsky, the designer of one of the first success- 
ful helicopters, contends that it is far simpler to handle than 
a plane. "In the conventional craft," he explains, "you can't 
make .the controls function effectively for flight under a for- 
ward speed of less than 50 or 60 mph. But in the helicopter, 
you can stay in one place and learn everything you need to 
know in complete safety. 

"You can get in your new helicopter, speed up the rotor 
blades, and pull the left lift lever, but you don't rise, as you 
expect, to a disconcerting height; instead, a cable attached to 
the helicopter holds it some four feet above the ground, per- 



62 Miracles Ahead! 

mitting you safely and easily to study the control movements. 
How simple this method of accustoming yourself to flying a 
helicopter! And I am certain that flying a direct-lift machine 
will become, in time, just as much an automatic habit as driv- 
ing your motorcar is now." 

How to Fly a Helicopter 

The controls of the helicopter are easy to operate. A con- 
vertible model, which can be driven like a car, has a clutch 
for applying the engine's power to the wheels. Thus you don't 
have to push the helicopter out of the garage. You open the 
doors and drive it out. Or your garage may have a roll-back 
roof so that the helicopter can rise straight up and be on its 
way. 

There is a tachometer on the instrument panel which counts 
the number of revolutions a minute made by the rotor blades. 
When you want to ascend you open the throttle and watch 
the tachometer until the rotor blades are making two hundred 
and forty revolutions a minute. Then you slowly pull the 
left-hand lever, which changes the pitch of the rotor blades 
so they bite more deeply into the air. The helicopter begins 
to rise, and its ascent can be controlled by changing the pitch 
of the rotor blades. After you reach the proper altitude you 
push a center control stick forward. This stick tilts the rotor 
blades slightly. They bite the air in a forward motion and the 
helicopter begins to move. Except for ascending and descend- 
ing, all movements of the helicopter are controlled by the 
center stick. 

When you reach your destination and want to descend 
you pull back the center stick. The craft comes to a stop and 
hovers over one spot. Then you release the lift lever, the rotor 
blades bite less powerfully at the air, and the helicopter sinks 
slowly to the earth. You can descend at the rate of one foot 



Your Flying Flivver 63 

a minute if necessary, and maneuver to the right, left, or back- 
ward and forward, by manipulating the center stick. You can 
spend as much time as you need in landing, backing up, or 
shifting sideways to park in a tight spot. 

What about weather conditions? Suppose you run into a 
fog? Well, you can descend at a snail's pace to check your 
location, and even use a flashlight to study road signs while 
the helicopter hovers near the ground. If an obstruction sud- 
denly looms up in front of you, a pull on the center stick 
and an adjustment of the lift lever permit the helicopter 
to climb straight up or settle straight down and avoid a 
crash. 

If your engine quits, a clutch automatically disengages the 
rotor blades. They continue to spin by the air pressure, like 
the rotor of an autogiro. The spinning blades enable the craft 
to descend safely from any altitude. It can glide in any direc- 
tion to a desired landing space and then settle the short dis- 
tance into it vertically. A heavy snowfall will ground planes 
and halt motor traffic, but the helicopter can rise directly 
from the snow and go anywhere. An amphibian helicopter, 
equipped with rubber pontoons, can land or take off easily 
from either water or land. 

Sikorsky's First Helicopter 

Mr. Sikorsky designed his first helicopter at Kiev, Russia, 
in 1908. An extraordinary child-genius, and the son of a pro- 
fessor of psychology at Kiev University, the young Russian's 
first designs were regarded with interest and curiosity by gov- 
ernment officials. He was encouraged to go ahead with his 
work. But he had difficulty in obtaining the proper materials, 
and when he had finally assembled the odd-looking craft 
(contrived of a variety of unorthodox materials) it merely 
flopped around like a hen with her head off. He tried again 



64 Miracles Ahead! 

and failed a second time. When the first world war com- 
menced he turned to the designing of huge land planes. 
Officials of the War Department remembered the tall blue- 
eyed young man from Kiev and, disregarding his tender years, 
ordered the construction of four hundred of his bombing 
planes. He was then eighteen years old. 

Faith in Sikorsky's designs was engendered not merely by 
the performance of his model but by his personal history. He 
had possessed not only a phenomenal mechanical bent as a 
small child but a remarkable intellectual development. He 
graduated from college at an age when most youngsters are 
still in the preparatory grades. At eighteen he was a mature 
and experienced inventor. Faith in his machines proved jus- 
tified, for of the four hundred bombers only two were lost 
during the war! 

When the Revolution of 1917 commenced, Sikorsky came 
to America and continued to build successful planes. But he 
had not given up his idea for a direct-lift machine. In 1939 his 
helicopter flew. By 1943 he had made eighteen major changes 
in the craft. The first helicopter carried three forty-six-inch 
radius propellers at the tail for control. All three propellers 
had variable-pitch blades controllable by the stick in the 
cockpit of the craft. In 1941 the main rotor was changed so 
that the pitch of the individual blades could be varied as they 
passed each side of the ship. Additional work resulted in a 
refinement of the main rotor so that the pitch of the individ- 
ual blades could be varied throughout its entire circuit. Each 
blade can, for example, be made to decrease pitch as it passes 
the front of the ship and to increase pitch as it passes over 
the tail. This tilts the rotor forward and causes the ship to 
move forward. The brilliant engineering work on the main 
rotor permitted Sikorsky to eliminate two of the propellers 
on the tail of his ship. Only one rotor in addition to the main 
one is needed, and it faces sideways at the tail to act as a rud- 



Your Flying Flivver 65 

der. He is, however still working to make the helicopter more 
efficient. In May, 1943, United States patents were issued on 
two more designs by Mr. Sikorsky. 

War Duties of the Helicopter 

The helicopter already has taken over several jobs in this 
war, and may prove a decisive weapon against Axis subma- 
rines. In April, 1943, Captain Leland P. Lovette, Director of 
Public Relations of the Navy, announced that the five-hun- 
dred-mile "gap" in the mid- Atlantic where the German sub- 
marines have been particularly successful was being patrolled 
by ship-based helicopters. This craft can stop in the air 
motionless to scout for surfacing U-boats, zigzag around easily 
to avoid gunfire, and then drop depth charges on undersea 
raiders. Or it can fly at one hundred miles per hour in mak- 
ing a patrol from a ship. 

In a demonstration on Long Island Sound, May 6-7, 1943, 
Colonel H. F. Gregory, of Wright Field, Ohio, made twenty- 
four landings and take-offs (some of them backward) from 
the deck of a tanker traveling at various speeds. The take-off 
space was seventy-eight by forty-eight feet. As a result of 
these tests, Rear Admiral Howard L. Vickery, vice-chairman 
of the Maritime Commission and Deputy War Shipping 
Administrator, said a small deck would be installed on Lib- 
erty ships which "will permit helicopters to be used at sea, 
thus giving the ships added protection from submarines." 

Postwar Tasks of the Helicopter 

The Army has ordered three hundred helicopters from the 
Sikorsky Division of the United Aircraft Corporation. Officers 
believe these rotary-wing craft can serve to spot targets for 
the artillery, lay telephone wire over impassable ground, hover 



66 Miracles Ahead! 

near the ground while careful studies are made of topography, 
and rescue persons from crashes in inaccessible places. The 
helicopter's work for the Army during the war should speed 
the development of a model for civilian use when the war 
is over. 

"The helicopter may be a vital factor in the period of 
demobilization of the aircraft industry after the war, permit- 
ting the utilization of facilities and the employment of a 
gradually increasing part of the trained personnel which will 
become available," declares Mr. Sikorsky. "Once they are in 
mass production, helicopters will cost about as much as 
medium-priced cars, and they are more adaptable to assembly 
line methods than the conventional plane." 

Mr. Sikorsky visualizes a practical postwar helicopter, seat- 
ing from twelve to twenty persons, as an "aerial taxi" which 
will meet the larger higher-speed air liners of today at various 
terminals and carry passengers to virtually any designated 
location. He declared the helicopter has limitless possibilities 
as an aerial "commuting" vehicle. If Mr. Sikorsky's ideas are 
developed, they will answer the complaint of one business- 
man who told of making a four-hour trip by air liner from 
Chicago to New York and then spending almost that much 
time battling New York City traffic from La Guardia Field 
to his home across the Hudson River in New Jersey. The 
helicopter's ability to operate in crowded areas, and still avoid 
traffic jams, should make it increasingly popular in large cities. 

The Sikorsky helicopter is not designed for high-speed, 
long-range transportation of heavy loads. It may never carry 
more than twelve to twenty persons or their equivalent in 
freight. The top speed of the Sikorsky helicopter will prob- 
ably be around one hundred and forty to one hundred and 
fifty miles per hour. It will, however, take over short hauls of 
light freight and express. 

"There will be special delivery of perishable food to your 



Your Flying Flivver 67 

home," declares Mr. Sikorsky. "By the use of a helicopter 
shuttle service, oranges that yesterday were on the trees in 
Florida and California will be moved today to the big air- 
freight terminals and dropped off. They will then reach your 
grocer the next day by the freight-helicopter connecting 
lines to small centers of the population and from your grocer 
they will come to your door by his helicopter service." 

It seems more than probable that helicopters will also expe- 
dite the settlement of vast areas of land in this country that 
are as yet sparsely populated, and incidentally increase the 
value of summer-resort property within a radius of three hun- 
dred miles of the large cities. That cabin in the mountains 
that you would visit more often if the trip did not mean such 
a long drive will become accessible within a couple of hours 
by helicopter. 

"I am convinced," Mr. Sikorsky declared, "that within a 
decade after the war there will be hundreds of thousands, and 
possibly a million, helicopters in actual use in this country." 

This prediction seems reasonable enough considering that 
Mr. Sikorsky is making it about a machine of his own design. 
It is well known among designers that Sikorsky has a mania 
about making his planes safe to fly. This is nothing new. He 
was fuming and fretting about adding safety measures and 
devices to his huge land planes back in the early days of the 
first World War when most designers were still congratulat- 
ing themselves that the flying machine would actually stay in 
the air for a reasonable period. Evidences of this fetish are to 
be found in every plane he ever designed, including the fighter 
planes. 

The De Bothezat Helicopter 

Stranger-looking and more revolutionary in design than 
Sikorsky's helicopter is the new-type helicopter designed and 



68 Miracles Ahead! 

built by George de Bothezat, the Russian-born inventor who 
built the world's first successful man-carrying helicopter, in 
1922, for the United States Army. 

De Bothezat's all-metal ship, the GB-5, has twin rotors 
which turn in opposite directions. They are placed one above 
the other with the motor between them. The coaxial rotors 
overcome the tendency of the body of the plane to spin and 
no tail rotor is required for steering or counteracting torque. 

The controls determine the plane's direction and attitude 
of flight in the same manner as do those of the Sikorsky- 
designed helicopter. The advantage of the De Bothezat craft 
lies in its greater lifting power, which, understandably, in- 
creases with the number of lifting surfaces. There appears to 
be no reason why the De Bothezat helicopter cannot be made 
to travel as fast as any conventional airplane of equal capacity. 
It is reasonable to suppose that multirotored ships, incorpo- 
rating the De Bothezat design, can be built to carry three hun- 
dred passengers at a speed of three hundred and fifty miles 
per hour. 

The Helicab 

William B. Stout, director of research for Consolidated 
Vultee, has designed three distinct types of aircraft for post- 
war civilian use, among them his "Helicab" of helicopter 
design. This flying flivver will be about twenty-five feet long, 
six feet wide, and eight feet high. The rounded plastic nose 
of the teardrop-shaped fuselage will enable the passengers 
two to five to see out on all sides. Its one hundred and 
twenty-five horsepower engine will be of conventional design 
but lighter in weight. Torque will be counteracted by the 
rotation of a vertically mounted propeller on the tail. As in 
any other helicopter, direction of flight will be controlled by 
adjusting the pitch of the main rotor. However, a simplified 



Your Flying Flivver 69 

method of changing the blade angle is featured in Stout's 
craft. 



The Autogiro 

"What is the difference between the autogiro and the heli- 
copter?" you may wonder. 

The autogiro has a propeller in front like an ordinary plane, 
plus wings on top which revolve as the propeller pulls the 
plane through the air. These wings revolve solely as the result 
of the plane's motion through the air. The helicopter has no 
propeller in front. Its engine is attached directly to the blades 
on top, which enable it to ascend and descend vertically. The 
autogiro is easier to Candle than the conventional plane. It 
takes off and lands in small places. But it is not as controllable 
as the helicopter. 

The Pitcairn-Larsen Autogiro Company manufactures a 
craft that takes a smooth hop, skip, and jump in getting off 
the ground. If the motor fails, the revolving blades let the 
plane down gently. These blades can also be folded back to 
convert the autogiro into a passenger car. 

The Convertaplane 

Proponents of the Convertaplane say that everything we 
have written about the helicopter is doubly true of this half- 
helicopter-half-plane invented and developed by Gerard P. 
Herrick, noted aeronautical engineer and instructor in the 
United States Army Air Corps during the first World War. 

Like the helicopter, the Convertaplane will hover in mid- 
air, climb straight up, or settle slowly down; but it will also 
convert from a rotary- wing craft to a three hundred-mile-an- 
hour airplane in mid-air. The Convertaplane looks like the 
conventional biplane, but there is a big difference. The slim 



70 Miracles Ahead! 

upper wing can be released for rotation like the blades of the 
helicopter. This upper wing is specially designed so that when 
whirling it presents the same shape in cross section both com- 
ing and going. The newest Convertaplane design eliminates 
the bottom wing thus making the ship a full-fledged helicop- 
ter when the rotor wing is turning, and an airplane with no 
trace of helicopter about it when the rotor wing is locked 
crosswise for high-speed flight. Future models of this ship also 
will be equipped so they can be converted into an automobile 
for short trips about town. 

Mr. Herrick promises that the postwar Convertaplane will 
let you have your cake and eat it too. You might want a 
high-speed plane for cross-country trips, while your wife 
argues for a helicopter to use for shopping trips and visits to 
friends in the next county. Both can be satisfied by this half- 
helicopter-half-plane. 

New Light Planes 

Like the many thousands of young fliers in the armed forces 
who will be returning to civilian life after the war, you may 
prefer a regular plane for pleasure flying and your chief 
interest in a "flying flivver" is price. 

William Stout believes the low-cost plane depends on the 
development of a hundred-dollar, hundred-horsepower, hun- 
dred-pound aviation engine with cylinders arranged in the 
"flat-opposed" style for greater streamlining. Stout proposes 
a two-speed propeller to help the engine get the plane into 
the air quickly. Combat planes use adjustable-pitch hydro- 
matic or electric propellers, which are about as complicated 
as an ordinary auto engine and hence too expensive for the 
low-cost, light plane. 

W. T. Piper, of the Piper Aircraft Company, favors lower- 
powered engines of fifty to ninety horsepower, which will 



Your Flying Flivver 71 

permit the construction of low-cost airplanes priced at a dol- 
lar a pound 2,000 pound plane, $2,000; 1,000 pound plane, 
$1,000. He argues that you will get plenty of speed, as well 
as low operating cost, with a low-powered engine, if the 
plane itself is properly streamlined to reduce costly drag. He 
estimates that a retractable landing gear, which draws the 
wheels inside the wings, will increase the plane's speed by 
twenty to thirty miles per hour. In the past only a few makers 
of light planes have installed retractable landing gears because 
of their expense. But mass-production methods will greatly 
reduce the cost per plane. 

Stout's Sky Cars 

In addition to the "Helicab," William Stout has drawn up 
plans for two new light planes the "Readable Airplane" and 
the "Aerocar," mass production of which is anticipated after 
the war. 

The Roadable Airplane is intended for distance flights cou- 
pled with short trips on the ground. It will weigh no more 
than eight hundred pounds, have a thirty-foot wingspread, 
and be capable of taking four-hundred-mile cross-country 
hops. Since the Roadable Airplane is primarily an airplane and 
not a car, its best performance will be attained in flight. There 
it will reach speeds of one hundred and twenty miles per hour, 
while on the ground its speed will perhaps be limited to thirty- 
five miles per hour. 

The unique feature of the Roadable Airplane is that the 
wings can be folded back on landing. In case the pilot should 
run into bad weather, he can simply convert his plane into an 
automobile and hug the ground until the skies are clear. 

The Aerocar is designed as the flying family automobile for 
tours and trips. Different from the Roadable Airplane, it is 
not primarily an airplane but a car that flies. It will weigh 



72 Miracles Ahead! 

about fifteen hundred pounds, have a standard sixty-inch 
wheel tread, and do sixty to seventy miles per hour on the 
highway. The body will be transparent to give the passengers 
it will carry three a complete view on all sides. 

When a person wishes to take to the air, he backs the 
Aerocar into the garage and attaches its combined wing and 
outrigger tail assembly. A pusher propeller is mounted at the 
rear. Once in the air, the plane will reach a speed of one hun- 
dred miles per hour, consuming the same amount of fuel as it 
would at sixty miles per hour on the ground. It will be able 
to cruise for a distance of two hundred and fifty miles. This 
will undoubtedly be the first airplane to be equipped with 
four wheels. 

Neither the Readable Airplane nor the Aerocar will be as 
practicable in congested city areas as the Helicab, but each 
will find its use. 



Simplified Flying Techniques 

All designers agree on the importance of designing a "fool- 
proof" plane that will behave itself under all sorts of condi- 
tions. Of course, if a person is a poor automobile driver he 
will be unhappy in a plane. But if he can handle his car skill- 
fully he will be able to fly well. W. T. Piper promises that 
the light plane will be practically foolproof "but not darn- 
foolproof." 

A plane's control system directs the course of the ship by 
changing the position of parts of the wings or the tail so the 
air strikes them at a different angle. This permits the plane to 
change direction about any of its three axes vertical, longi- 
tudinal, lateral. 

The sideways motion of the plane about its vertical axis is 
controlled by the rudder on the tail. Pressure on the foot 
pedals moves the rudder, causes the air to blow the tail to one 



Your Flying flivver 73 

side or the other, and makes the nose of the plane swing 
toward the side on which pressure is applied. 

The banking, or rolling, motion of the plane about its longi- 
tudinal axis is controlled by the ailerons on the wings. A side- 
ward movement of the stick operates the ailerons, causes the 
air to push one wing down and the other up; and the plane 
banks in the direction that the stick was moved. 

The up-and-down motion of the plane, or motion about its 
lateral axis, is controlled by the elevators on the tail. A for- 
ward movement of the stick moves the elevators down. The 
air pushes the tail up and the nose goes down. A backward 
movement of the stick moves the elevators up. The air pushes 
the tail down, and the nose rises. 

Coordinated movements of the rudder, elevators, and ail- 
erons can put the plane in any desired attitude. Learning to 
fly is merely the development of skill in smoothly blending 
the control pressures on stick and rudder pedals to direct the 
course of the plane. This is easy to say and hard for some 
pilots to do. If they are heavy-handed, or timid, in handling 
the stick the plane will do all sorts of disconcerting things. 
The plane is like a trained horse in that it wants to feel that 
the person in charge really knows his business. 

Each time the pilot uses one control he must carefully 
adjust some other control or the plane misbehaves. Use of the 
stick to bank the plane to the right or left will cause the nose 
of the plane to slew annoyingly in the opposite direction 
unless proper adjustments are made with the pedals control- 
ling the rudder on the tail. For a left turn, for example, a 
slight pressure is applied to left rudder to start the nose swing- 
ing and, at the same time, the stick is pressed to the left to 
bank the plane. When the desired degree of bank has been 
reached, rudder pressure is relaxed and the stick returned to 
neutral position. The plane will continue the turn. Recovery 
is effected by pressing right rudder and bringing the stick 



74 Miracles Ahead! 

to the right. Controls are again returned to neutral as the ship 
resumes its level flight attitude. 

If you own one of the new light planes of tomorrow you 
won't have to worry much about the above information. 
These planes including the Ercoupe, produced by Engi- 
neering and Research Corporation, and the Skyfarer, built by 
the General Aircraft Corporation provide a wheel control 
which makes the ailerons and the rudder function together in 
a coordinated manner. The problem of banking the plane is 
solved by a simple twist of the wheel. This means that you 
will be able to learn to fly with greater ease and with little 
wear and tear on the nerves. 

The first rule of the air is to maintain flying speed. The 
plane's wings provide lift, and if the plane slows down too 
much the wings don't catch the air at the proper angle. This 
causes the plane to stall (fall rapidly from lack of flying 
speed). Many accidents are caused by a too-slow landing 
approach if a plane stalls at an altitude of fifty feet the 
pilot's chances of avoiding a crash are about zero. This danger 
is largely avoided by the new light planes. They will be 
equipped with wing flaps, which increase the lift of the wing 
and also act as air brakes to slow the landing speed. Tricycle 
and four-wheel landing gears will further reduce the chances 
for accidents. They will provide better visibility for take-offs 
and landings, keep the plane rolling straight on the ground, 
and eliminate the danger of somersaults. 

Safety at Night 

One of the toughest problems faced by a pilot is that of 
knowing the right height at which to cut his engine for a 
landing. This is particularly difficult if he is coming in over 
a darkened field. An invention on which a United States pat- 
ent was granted in 1943 should permit landings to be made 



Your Flying Flivver 75 

with greater safety. This device uses two beam-projecting 
lamps under the fuselage to tell the pilot when he is in the cor- 
rect position for a landing. A rear lamp points to the rear. They 
are adjusted so that the point at which the beams cross, merg- 
ing to form a single spot of light on the ground, is the correct 
height for the pilot to set his plane down. A mirror at the side 
of the cabin enables the pilot to pick up the two spots and 
to follow them until finally they blend into one. If they sepa- 
rate again, it is a sign that either the ground level or the 
plane's altitude has changed. So the pilot knows that he had 
better try again for a new landing approach. 



VI 

GLOBAL TRANSPORTATION 

IN TOMORROW'S "Age of Air" all distances between places will 
be measured in terms of hours instead of miles. No place on 
earth will be more than forty-eight hours from your local air- 
port. You will be able to spend your vacations in foreign 
lands that heretofore you may have seen only on motion- 
picture screens India, Egypt, Australia, Argentina, China. 
And the cost of such a vacation will be somewhat less than it 
now costs you to travel to the other side of the United States. 

You may go off on this world jaunt in a super-Clipper that 
houses one hundred and twenty passengers in the plane's wing. 
Sixty people could be comfortably accommodated in the 
dining salon, on the observation deck, and the promenade, 
and in the cocktail lounge. The plane would have a range of 
five thousand miles at a cruising speed of three hundred miles 
per hour. The engines would be placed within the structure 
so that they could be serviced or repaired while the plane was 
in flight. The super-Clipper would carry a crew of sixteen. 

Just before the war began, Pan American Airlines launched 
a program for the construction of fifty giant Clippers, each 
capable of carrying one hundred and fifty-three passengers. 
The line anticipated a New York-to-London flight in ten 
hours at a one-way fare of one hundred dollars for each 
passenger. 

Glenn L. Martin, president of the Glenn L. Martin Co., 
has designed a 250,000 pound airplane with six or more 
engines for trans-Atlantic service. It would carry a pay load 
of fifty thousand pounds the equivalent of one hundred pas- 

76 



Global Transportation 77 

sengers with eighty pounds of baggage apiece, plus twenty- 
five thousand pounds of mail, cargo, and express. He esti- 
mates that the plane would make the trip from New York 
to London in thirteen hours with the wind, and in nineteen 
hours against the wind. 

The plane would have almost all the comforts of a luxury 
liner equipped with showers and baths, a lounge where 
games could be played, and observation rooms. 

An idea of the tremendous size of the 250,000 pound plane 
is gained by a study of another Martin plane, the 140,000 
pound Mars Flying Boat, which was built for the United 
States Navy. The Mars was originally designed as a patrol 
bomber, but has been converted for cargo use. It has four 
Wright Cyclone engines, and its fuel capacity is about a tank- 
car load. 

The flight deck of the Mars is larger than the interior of 
a twenty-one-passenger airliner. Auxiliary motors drive eight 
generators supplying electricity, and there are twenty-four 
telephone stations on the plane for the crew of eleven men. 
Each of the Mars' twin rudders is twice as tall as a tall man, 
and between them are thirty-foot elevators. Each aileron is 
longer than the entire wing span of an average fighter 
plane. 

The f arsighted designer of the Mars is confident that domes- 
tic air travel will boom when the war is over. "But the spec- 
tacular development will be in the ocean field the field of 
flying ships that will grow larger and larger. With them we 
shall rehabilitate a weary world, draw it closer together, 
re-establish the broken threads of commerce, cross the last 
frontiers of isolation." He added, "There is no technical limit 
to the size of planes; the only limit is the amount of payload 
available. We should be able to build 5oo,ooo-pound air- 
planes in a few years." 

W. W. Davies, research engineer of United Airlines, wants 



78 Miracles Ahead! 

the aviation industry to strike out and design a new and much 
larger luxury air liner for domestic passenger service. He 
envisions a four-engined, sixty-three-and-one-half-ton passen- 
ger plane with a cruising speed of two hundred and sixty-six 
miles per hour and a range of twenty-five hundred miles. Its 
engines would probably produce three thousand horsepower 
each. By day this de luxe plane would seat one hundred pas- 
sengers and at night would have sleeping accommodations for 
fifty-six. There would be a comfortable lounge for passengers. 

This engineer also predicts the development of another 
four-engined forty-ton plane which would offer service com- 
parable to that in "club" or better-class railway-coach travel 
and would make more stops than the de luxe plane. Finally 
Mr. Davies favors the construction of a twenty-one-ton, twin- 
engined plane to serve as a "variable load carrier." It would 
carry either passengers or cargo or both, and operate on 
feeder lines running from small towns and cities to the main 
routes of the air lines. A bulkhead would divide the passenger 
and cargo space in this plane and could be adjusted accord- 
ing to the number of passengers or cargo to be carried. 

Edward Warner, vice-chairman of the Civil Aeronautics 
Board, agrees that passengers are likely to prefer one hundred- 
passenger planes to those carrying only twenty-five. But he 
warns that the larger planes will reduce the flexibility of the 
air lines' service. He explains that four twenty-five-passenger 
planes can give one hundred passengers nonstop service to 
four different points, while one one hundred-passenger giant 
can give nonstop service to only one point. 

Mr. Warner also contends that the length of nonstop flights 
and the speed of air liners must be carefully considered if 
air lines want to cut passenger fares to three cents a mile or 
less. A six hundred-mile flight can be made at an operating 
cost of twenty-two cents a ton-mile, whereas a two thousand- 
mile flight costs thirty cents per ton-mile mainly because of 



Global Transportation 79 

the extra load of gasoline which must be carried. The most 
economical air speed at moderate altitudes, he adds, is likely 
to remain below one hundred and eighty miles per hour. 
A four-hour flight from Chicago to New York costs forty 
dollars, while a two-hour flight would cost sixty dollars. Mr. 
Warner wonders whether people will pay an extra twenty 
dollars to save two hours' flying time. 

Manufacturers have different ideas about the size of future 
sky liners. One concrete piece of evidence is the huge four 
hundred-passenger craft of Consolidated Vultee. A mock up 
of this plane has been built, and the problems of constructing 
such a giant air liner are being solved by Consolidated engi- 
neers. 

New Shipping Centers 

The flat mercator-type map no longer tells the story of dis- 
tances in the coming Age of Air. On this map the shortest 
route between Washington and Tokyo appears to lie close 
to San Francisco. Pilots know, however, that the shortest 
route is a "Great Circle" course which passes over the Great 
Lakes, across Canada, and skirts Siberia. And the shortest 
route from Washington to Moscow via the "Great Circle" 
course just misses Greenland. Because the world's most impor- 
tant nations lie in the Northern Hemisphere, these "Great 
Circle" routes pass near or across the North Pole. The icy 
Arctic regions will become the "crossroads of commerce" in 
the postwar Age of Air. 

"When we use the globe and 'Great Circle' measurements," 
says Colonel Edward S. Evans, president of Evans Products 
Company, "we find the Arctic Ocean, not the Atlantic, is the 
sea to be flown over. The Arctic becomes a Mediterranean 
between the Eastern and Western hemispheres. Chicago, 
Detroit, Cleveland, Cincinnati, and other western cities are 



80 Miracles Ahead! 

going to come into their own as great shipping centers and 1 
can vision the day when America will have a great port in 
Alaska which will supersede in importance our present great 
shipping centers. It could be the New York of tomorrow." 

$10,000,000 Seadromes 

C. Bedell Monro, president of Pennsylvania Central Air- 
lines, would not use long-range super-Clippers for trans- 
Atlantic service. He contends that high-speed passenger travel 
across the Atlantic would be made safer and less expensive 
by the building of a "seadrome" route between the United 
States and Great Britain. Penn Central has filed with the CAB 
an application to fly the route, in which three steel floating 
islands would be spaced at eight hundred-mile intervals across 
the Atlantic. The three "man-made islands" would each cost 
ten million dollars. 

Mr. Monro asserts that the short eight hundred-mile hop 
between the seadromes means vastly increased passenger and 
cargo-carrying capacity because less gasoline would have to 
be carried. Two- or four-engined planes carrying forty-two 
to seventy-two passengers could be used. Only the same 
amount of gasoline would be required that now is used in 
making jumps of equal length overland. Passenger rates per 
mile, therefore, would be about the same. 

The seadrome was invented by Edward R. Armstrong, a 
construction engineer of Philadelphia. Each "island" would 
stand seventy feet above sea level, and floats one hundred and 
sixty feet beneath the water would keep the seadrome "as 
steady as the mainland itself," said Mr. Armstrong. Each sea- 
drome, weighing sixty-four thousand tons, would have com- 
plete airport and refueling facilities and a hotel where a 
traveler could stay if he wanted to wait for a later plane. 

The Sun Shipbuilding & Drydock Company maintains that 



Global Transportation 81 

it will construct the seadromes just as soon as steel is available. 
Associated with the Sun Corporation are United States Steel 
Corporation, the Wirth Steel Company, the Belmont Iron 
Works, and John A. Roebling Company. 

Penn Central wishes to fly the route, but Mr. Monro 
stressed the fact that all air lines even private flyers would 
be permitted to use the seadromes. "Our seadrome idea has 
been proved sound," he added, "and we hope to get permis- 
sion to install them as soon as victory has been won. Immediate 
postwar employment for thousands in the steel mills and ship- 
building yards, in their construction and transportation to 
fixed points at sea, will result. When successfully installed and 
in operation the seadromes will give valuable aid to shipping 
by providing hour-by-hour weather reports and forecasts 
never before obtainable. Light planes for iceberg spotting also 
could operate from the seadromes. Plans no doubt will be 
developed for more and more of them for the Caribbean, 
Pacific, South Atlantic and everywhere they can be put to 
good use and for use of all." 

Passenger Stratoliners 

In the not-too-distant future, passenger-carrying strato- 
liners that fly at forty thousand feet, far above storms and 
dangerous icing regions, will be used extensively for global 
service. A number of new inventions now make this type of 
service feasible. One is a device patented April, 1943, that 
prevents the formation of ice on the leading edges of wings 
and propellers. It mounts a pair of infrared radiators on the 
sides of the plane's nose. They are focused to throw their 
beams on the leading edges of the wings. This "sun-lamp" 
treatment keeps the wings warmed above the icing tempera- 
ture at all times. (The most dangerous temperatures for the 
formation of ice on airplanes are those between 20 and 34 



82 Miracles Ahead! 

degrees Fahrenheit.) Smaller radiators are recessed in the pro- 
peller hub to keep the blades free of ice. 

Another invention long in use but now more highly devel- 
oped is the supercharger. 

If you have ever been on a high mountain you will remem- 
ber that the "thinness" of the air forced you to breathe harder 
and deeper. The lungs are flexible enough to make it possible, 
within certain limits, to compensate for the thinness of the 
air and get enough oxygen by breathing in more air. This is 
nature's way of "supercharging" the human engine. 

To understand the all-important supercharger we should 
first remember that we live at the bottom of a vast ocean of 
air. Since the pressure of the air upon the outside of our bod- 
ies is equalized by the internal pressures of the body, we often 
forget that air has weight and exercises pressure. Designers of 
internal-combustion engines are very much aware that the air 
exerts a pressure of fourteen and seven-tenths pounds per 
square inch at sea level. 

Because the air at higher altitudes contains less oxygen per 
cubic foot, and there is less pressure available for pushing the 
air into the cylinders, the power of a gasoline engine declines 
in relation to altitude. At twenty thousand feet a cubic foot 
of air weighs only about half as much as a cubic foot at sea 
level. If the engine is to get the same air pressure at twenty 
thousand feet as at sea level, we must give it twice as much of 
the thinner air. This is what the supercharger does. When the 
engine "gets out of breath" at high altitudes the supercharger 
forces extra air into its cylinders. 

The turbosupercharger was perfected by Dr. Sanford B. 
Moss of General Electric. Since one part of the device oper- 
ates in an arctic sixty-below-zero while the other spins in a 
blistering 1,500 degrees of heat, the turbosupercharger is an 
engineering masterpiece. 



Global Transportation 83 

High-altitude planes are greatly aided by hydromatic or 
electrically controlled propellers, which automatically control 
the pitch of the blades to permit the engine to operate at its 
greatest efficiency. For take-off the blade pitch is low to let 
the engine attain full power. In high pitch the blades bite into 
the air at a greater angle, and thus maintain thrust in thinner 
air. The high-pitch blades also prevent overspeeding of the 
engine when the plane is in level flight. 

The speed at which the tip of the propeller blade turns must 
be kept below the speed of sound about seven hundred and 
fifty miles per hour or there will be an enormous increase 
in drag. The air fails to behave in its usual manner. The pres- 
sure generated at the forward point cannot get out of the 
way and so must be carried along by the moving object. To 
make it possible for both the propeller and the engine to turn 
at their most suitable speeds, a set of reduction gears is built 
into the nose section of the engine. The gears slow down the 
propeller to fifty to seventy-five revolutions for each one 
hundred of the engine. 

How can the pilot of a high-altitude plane be protected? 
We have noted that a person's lungs are flexible enough for 
him to compensate for the thinness of air at high altitudes by 
breathing in more air. This "supercharging" operation works 
satisfactorily within certain limits. A healthy pilot has no 
trouble getting enough air in his lungs at ten thousand feet. 
But at twelve thousand feet a mask is needed to supply oxy- 
gen or the flyer loses efficiency. Because of the reduced air 
pressure, the higher the pilot goes the more need there is for 
oxygen to keep him normal. Above twenty-five thousand feet 
the air is so thin that it is impossible to whistle. At thirty-three 
thousand feet the pilot must be breathing 100 per cent pure 
oxygen or he will die. 

If the pilot continues to go higher, he does not get enough 



84 Miracles Ahead! 

oxygen even though he is breathing pure oxygen. This hap- 
pens because the pressure above thirty-three thousand feet is 
so low that the lungs cannot breathe in enough oxygen even 
from a pure supply. At thirty thousand feet the air pres- 
sure is only 30 per cent of what it is at sea level, and only 19 
per cent of the pressure at forty thousand. At sixty thousand 
feet the boiling point is so low that blood boils. 

At around 35,300 feet (the tropopause) the temperature 
becomes fixed at 67 degrees below zero. This upper region of 
the atmosphere is known as the stratosphere. It is a "weather- 
less" region, free from clouds and with no strong vertical air 
currents. 

In 1936 Squadron Leader Swain of the R.A.F. conquered 
the stratosphere. He reached an altitude of 49,144 feet, wear- 
ing a pressure suit made of rubberized fabric with a rubber 
helmet. A pump kept the suit inflated with pure oxygen at the 
proper pressure. Flight Lieutenant Adam of the R.A.F. later 
flew to 53,937 feet using the same suit, and in 1938 an Italian 
aviator set a world record of 56,047. 

The pressure suit has the advantage of adding little weight 
to the plane; but the suit still does not supply adequate pres- 
sure with full efficiency, and the pilot is so bundled up that 
his movements are awkward. 

In 1937 the United States Army developed the first success- 
ful pressure cabin and took attention away from the pressure 
suit. The pressure cabin is ideal for the crew. An aviator's 
movements are not hampered by a bundlesome pressure suit. 
The Boeing Stratoliner a commercial adaptation of the 
Flying Fortress was equipped with a pressurized cabin for 
transcontinental flights at twenty thousand feet and for Pan 
American's fast flights over the Andes in South America. 

The pressurized cabin did, however, have a serious defect 
for military use. A few bullets could destroy the effect of the 



, Global Transportation 85 

pressure cabin and knock out the crew. Work is being rushed 
to make pressure cabins bullet-sealing like the fuel tanks of 
combat planes. 

During the Battle of Britain the late Sir Frederick Banting, 
codiscoverer of insulin, said, "Whichever power gets up to 
40,000 feet first and can stay there longest with the heaviest 
guns will win the war." Early in 1943 there were indications 
that the Germans were ready to make a desperate bid for 
aerial supremacy with fighter planes equipped with pressurized 
cabins. In November, 1942, the British reported that a Ger- 
man reconnaissance plane was shot down by a Spitfire at fifty 
thousand feet. The installation of heavy pressurized cabins 
on light fighter planes is considered an outstanding achieve- 
ment. Experts, however, believe that these cabins will be 
used more extensively on huge new bombers. There have 
been frequent reports that the Army is preparing to bring 
out a giant bomber that will be able to carry destruction to 
the enemy at altitudes far beyond the reach of antiaircraft 
defenses and fighter planes. In hinting of the new bomber 
General H. H. Arnold, Air Forces Commander, remarked 
that the 6-24 Liberators and the B-iy Flying Fortresses were 
the "last of the small bombers"! 1 



Air Cargo 

Public confidence in the safety and efficiency of air trans- 
port will bring a vast expansion of air-cargo business in post- 
war years. All forms of transportation have found that while 

1 The New York Times reported from Washington on November 4, 
1943, that the "final test" of the Army's new superbomber, the 6-29, "is not 
now far distant," according to General H. H. Arnold. The 6-29 was devel- 
oped by Boeing, the originator of the B-iy Flying Fortress. General Arnold 
said the 6-29 "will have a range substantially greater than the maximum 
effective range of today's longest-range heavy bombers." 



86 Miracles Ahead! 

passenger revenue was considered the main source of income 
at first freight revenue eventually exceeded it. In 1941 about 
5 per cent of the air lines' revenue came from air express 
or around i per cent of the railway express shipped. Thus the 
air lines' express business can be greatly expanded and still 
not make too much of a cut in railroad business. 

The case of the airplane as a cargo carrier is one of simple 
arithmetic according to Wolfgang Langewiesche. "An air- 
plane can make 20 round trips while ground transport makes 
one," he explains. "One ton of cargo space in an airplane is 
therefore worth 20 in a train or a truck, even without count- 
ing the value of time saved for the load. Between Burma and 
Chungking, where road transport was difficult but where 
cost was not counted, a Douglas transport was considered 
equivalent to 137 trucks. Between New York and Chicago 
the same sort of arithmetic holds true; mass transport is pos- 
sible by air because the airplane is a fast worker." 

Charles Froesch, chief engineer of Eastern Airlines, adds 
that "a cargo airplane should be a vehicle to carry merchan- 
dise not only at the lowest possible cost, but at the highest 
possible speed, as speed is the commodity which is paid for in 
air transportation." Noting that first-class rail express costs 
ten to twelve cents per ton mile, Mr. Froesch said the total 
cost of airplane shipping after the war would be brought "well 
below 1 5 cents per ton mile." 

Rapid peacetime progress in the cargo- and passenger-plane 
field will be possible because of the powerful engines and 
other equipment produced during World War II. The horse- 
power of one of the three standard engines now used in our 
Army fighting planes has been increased more than 30 per 
cent since 1939 without any increase in the size of the engine 
and with a sharp reduction in the weight per horsepower. 
These engines all will provide high take-oif power to get 
planes in the air with heavy loads, low fuel consumption at 



Global Transportation 87 

cruising speed for economy of operation, and low weight per 
horsepower. 

The Army's Air Transport Command 

Foreshadowing the cargo-carrying wings of the future is 
the Army's Air Transport Command. It is bigger than all the 
prewar air lines of the world combined, as to both route-miles 
flown and loads carried. 

The ATC establishes and maintains bases wherever neces- 
sary for the transportation by air of cargo, personnel, and 
mail both within the United States and abroad. In early 1943 
ATC's planes were operating over more than ninety thou- 
sand miles of transport routes, which were being extended as 
fighting fronts required more supplies in a hurry. 

All sorts of cargoes are carried by the ATC. In cases of 
emergency, light tanks and jeeps are transported across the 
oceans by air. About the bulkiest objects commonly carried 
are airplane engines. These and plane parts of all kinds are 
frequently handled by ATC planes. Speed is the keynote of 
ATC operations. One ATC plane flew from Australia to 
California in the record flying time of thirty-three hours and 
twenty-seven minutes. Medical supplies and blood plasma are 
flown to their destinations. A complete hospital was flown to 
Alaska in thirty-six hours, replacing one that had burned to 
the ground. 

Planes which fly vital war supplies to the fighting fronts 
usually do not return empty-handed. They come back loaded 
with strategic materials for war industry. Planes have brought 
block mica from India; platinum from the Persian Gulf; beryl 
ore, quartz crystals, industrial diamonds, and mica from South 
Africa. Crude rubber has been flown from Brazil and balsa 
wood from Central America. A certain type of Fiji Island 
beetle was "drafted" and flown to Honduras to make war on 



88 Miracles Ahead! 

a root weevil attacking hemp. Planes also bring back wounded 
men from combat zones. Several seriously wounded men were 
transported from India to Washington in five days, a distance 
of more than ten thousand miles. 



The Naval Air Transport Service 

The Naval Air Transport Service, like the ATC, borrowed 
much of its personnel and operating procedure from com- 
mercial air lines. The NATS is operating several hundred 
planes, including many flying boats, over fifty thousand route 
miles. The most marked difference between the Army and 
Navy transport services is in the Navy's use of flying boats 
for cargo and personnel transport including the evacuation 
of wounded from battle areas. 

Strange cargoes also are carried by NATS tons of rubber 
seeds from Liberia for planting in South America, blood 
plasma to New Guinea in three or four days. One of the 
NATS's outstanding jobs is transporting repair parts to battle- 
damaged submarines in distant waters, thus permitting them 
to get back in action in a few days instead of being idle for 
a month or more. 

Speedier Loading Techniques 

William A. Lippman, Jr., former manager of freight and 
express for Western Air Lines, feels that "for obvious rea- 
sons" the three or four cargo types now being produced for 
the military will form the equipment backlog for air-freight 
operators for a considerable period after the war. 

He warns, however, that the operator "who, by virtue of 
a desire to be first in the field, finds himself with a fleet of 
-46, C-47, or C-54 planes will find difficulty in bringing his 
costs into line with the public demand for competitive air 



Global Transportation 89 

freight rates unless he can cut his ground time losses to the 
barest minimum, for time is the essence of all things." 

Mr. Lippman says that "when the chips are down" the 
operator who keeps his planes in the air for the greatest num- 
ber of hours out of each twenty-four will be the man who 
rakes in the pot. He revealed that observations made at an 
airfield where the ground time of planes averaged one hour 
indicated that only twenty minutes was needed to move the 
cargo into and out of the plane. The remaining forty minutes 
was used by four experienced handlers in unlashing and lash- 
ing cargo to the walls and deck with ropes. 

Consider what that forty minutes cost the operator. A 
Douglas C-47 plane hauling an average pay load of 6,000 
pounds at 180 miles per hour has a value of 540 ton-miles per 
hour as a commercial carrier (3 tons x 180 mph). At present 
air-express rates, the earning power of the -47 is $432 per 
hour; so each cargo would then cost $100 just to be made 
secure without reckoning the handlers' salaries. 

The above figures on ton-miles and earnings per hour ex- 
plain why airplane designers and air-transport officials are 
interested in designing new cargo planes that will cut the time 
lost in loading and unloading. Some of these experts favor a 
high- wing, twin-engined monoplane (the C-j6 Caravan is of 
this type) built around a cargo space of at least 25x8x8 feet 
a railroad boxcar is about 40 x 9 x 9. 

Charles H. Babb, well-known aircraft broker, who can tell 
at any moment where most of the world's nonmilitary planes 
are, who owns them, and what shape they are in, has designed 
a cargo plane that is almost a freight car with wings. Loading 
and unloading the Babb plane would be facilitated by hav- 
ing a removable nose with a ramp for the landing of heavy 
mining machinery, trucks, and other bulky freight. 

Harlan D. Fowler, who invented the Fowler flap to give 
greater lift to a plane's wing, has designed a cargo plane made 



90 Miracles Ahead! 

of five separate and detachable cargo containers. Each con- 
tainer would hold one thousand pounds of freight, and any or 
all of them could be lifted from the plane by hoists and new 
ones put in place for a trip to another city. 

In mid- 1 943 work was proceeding on the much-publicized 
Kaiser-Hughes H-Ki Flying Boat. This giant all-plywood 
ship of 400,000 pounds gross weight will have eight engines, 
a fuel capacity of 8,000 gallons, 120,000 pounds cargo capac- 
ity, and a cruising speed of 174 miles per hour. 

In designing cargo planes of the future, aeronautical engi- 
neers will be guided by this rule: the larger the plane the 
greater the percentage of pay load for the same proportion 
of horsepower. The load capacity of small planes is only about 
25 per cent, while the load capacity of giant planes may run 
to 40 per cent. 

Glider "Freight Trains" 

The use of cargo gliders towed by "locomotive planes" is 
expected to double an airplane's transport capacity, sharply 
reduce freight and express rates, and cut the time needed to 
load and unload cargo. 

Grover Loening, consulting engineer of the Grumman Air- 
craft Corporation and a recipient of a Distinguished Service 
Award for the design and completion of the Loening two- 
seater fighter plane, contends that the use of the glider and 
the glider train "is probably the most significant development 
of all the recent items that have led to more and more effi- 
cient load-carrying on aircraft. 

"Gliders are the freight trains of the air," he adds. "They 
give a versatility in the picking up and delivery of cargoes 
and passengers. We can visualize a locomotive plane leaving 
La Guardia Field towing a train of six gliders in the very near 
future. By the use of the glider system of carrying loads, 



Global Transportation 91 

the cargo capacity of a DC-3, for example, would be dou- 
bled. 

"By having the load thus divided it would be practical to 
unhitch the glider that must come down in Philadelphia as 
the train flies over that place similarly unhitching the loaded 
gliders for Washington, for Richmond, for Charleston, for 
Jacksonville, as each city is passed and finally the air loco- 
motive itself lands in Miami. During that process it has not 
had to make any intermediate landings, so that it has not had 
to slow down." 

The savings in the cost of landings and take-offs of a heavy, 
powerful plane would be considerable. Three gliders plus the 
air locomotive would carry something like 190,000 pounds of 
freight at a speed of about one hundred and twenty to one 
hundred and fifty miles per hour. 

Since it has no motor and propellers, the glider can be 
shaped so its nose resistance is one-third that of an airplane. 
The glider can be built much lighter, but its weight-carrying 
capacity would be approximately twice that of the transport 
plane. The weight of fuel, engines, and the heavier bracing in 
the transport plane could be replaced by pay load in the 
glider. Gliders can easily be pulled off the ground by their 
locomotive plane. They are safely in the air before the tow 
plane has left the ground. Army tests have proved that gliders 
can be taken in tow by the locomotive plane even though the 
plane itself is already in the air. The tow plane swoops down, 
hooks the towing cable of the glider, and pulls it gently off 
the ground. 

"A few basic figures will give a fairly good concept of the 
advantages of this modern means of transportation," states 
Colonel Edward S. Evans. "The average train of loaded box 
cars carries 2,000 tons of freight at 25 miles an hour. Seven 
glider trains could deliver the same freight in one-tenth the 
time or, to express it differently, seven glider trains could 



92 Miracles Ahead! 

deliver ten times as much freight as a railroad train in the 
same length of time. And the cargo will remain in much bet- 
ter condition since it will not be subjected to the shocks of 
switching and shunting." 

Glider enthusiasts venture to predict that glider trains may 
lower air-freight rates to as little as three cents a ton-mile, 
and predict wide postwar use of this craft for passenger- as 
well as freight-carrying purposes. But the entire aviation in- 
dustry is not in agreement on the glider's future. Some experts 
say the glider will be less important over long ranges in cargo 
carrying on a large scale. Some companies have, however, 
filed an application with the CAB for cargo-carrying air serv- 
ice which will use glider towing by aircraft. 

On July 4, 1943, the R.A.F. disclosed that the first "air- 
train" flight across the Atlantic had been made. A fully loaded 
glider carrying vaccines for Russia, and radio, aircraft, and 
motor parts, was towed thirty-five hundred miles from Mon- 
treal to England in twenty-eight hours. The R.A.F. Trans- 
port Command provided the officers and crews for this historic 
flight, but the equipment was American-made. 

The glider "Voo-Doo" with an eighty-four-foot wing- 
spread was piloted by Squadron Leader R. G. Seys, holder 
of the Distinguished Flying Cross. The tow plane was a twin- 
engined Douglas transport. 

"One of the things that gave us the greatest satisfaction 
about our glider crossing of the Atlantic," remarked Squadron 
Leader Seys, "is that the critics have been confounded. Few 
people had much faith in glider flying. These were so few, 
indeed, that bets of 5-to-i were being offered against a suc- 
cessful flight bets which none of us took. To be candid, I 
was more than somewhat frightened at the prospect of the 
tremendous haul before us. This was soon banished by the 
thrill of getting away according to plan." 



Global Transportation 93 

The Rocket Motor 

Reports from Britain say that the Nazis use rocket power to 
get JU-88's off the ground with a three thousand-pound over- 
load. The rockets are carried under the fuselage belly and are 
dropped when the plane attains the required take-off speed. 
Besides the use of rocket power (jet propulsion) there are 
indications that the Nazis also use tow lines as well as cata- 
pults to hurl their heavy planes into the air. 

Experiments with small jet motors, conducted by Dr. R. H. 
Goddard, the American Rocket Society, and others, appear 
to prove that these motors warrant consideration as auxiliary 
booster motors to function during take-off or at any other 
time that a burst of great power is needed. 

The jet or rocket motor is internal combustion in its sim- 
plest form. It usually consists only of a combustion chamber 
and a nozzle. Liquid fuels, usually hydrocarbons and liquid 
oxygen, are fed into the chamber under pressure. Upon igni- 
tion, by spark plug or other means, the combustion is con- 
tinuous and the exhaust leaves the nozzle at great velocity, 
thereby creating an equal reaction in the opposite direction 
like the recoil of a gun when it is fired. The force of this 
reaction depends upon the velocity of jet. Jet velocities have 
reached sixty-five hundred feet in a second (over four thou- 
sand miles per hour), which would be the speed of the rocket 
in an absolute vacuum. The rocket engine is the most ineffi- 
cient of all motors at low speeds, but this should not hamper 
its use now. Effectiveness is more important than efficiency in 
wartime. 

A jet-propelled aircraft, designed by Signor Campini and 
built by the Caproni Airplane Company of Milan, Italy, flew 
one hundred and sixty-eight miles at an average speed of one 
hundred and thirty miles per hour in December, 1941. Air is 
taken in at the hollow nose of this propellerless plane and ac- 



94 Miracles Ahead! 

celerated through a tunnel toward the rear by an engine- 
driven compressor or blower. Fuel is burned in the air stream 
just before ejection at the nozzle. Since the oxygen used by 
the plane must be obtained from the air in which the plane 
flies, it, like other planes, is limited by the atmospheric pres- 
sure at high altitudes. 

A rocket-propelled craft of the future, which carries its 
own fuel and oxygen, would become more and more efficient 
as it gained speed. In a perfect vacuum the plane would, the- 
oretically, be 100 per cent efficient because the forward veloc- 
ity of the plane would equal the velocity of the propulsion 
jet. 

Radio Aids 

Numerous other wartime devices will be on hand to aid 
postwar commercial aviation. David Sarnoff, president of 
Radio Corporation of America, predicts a great advance in 
the science of radio, in which radio instruments will emerge 
from the war "almost human in their capabilities." 

He pointed out that "the radio direction finder, which here- 
tofore had only an ear, now also has an eye. The safety of avi- 
ation will be greatly enhanced, for the aviator will be able 
to see the ground through clouds or darkness. By the scien- 
tific application of the radio echo, the radio 'eye' will avert 
collisions, while the radio altimeter will measure the altitude 
and warn of mountains ahead or structures below." 

The radio altimeter (or absolute altimeter) is a great im- 
provement over the instrument used in past years. This altim- 
eter is operated by the change in air pressure, and it gives only 
the altitude above sea level. A pilot flying at five thousand 
feet might pass over a peak at an altitude of only fifty feet, 
but the altimeter would show the altitude as five thousand 
feet. 



Global Transportation 95 

The absolute altimeter sends out an ultrahigh-frequency 
signal vertically to the ground and picks the signal up as it is 
reflected into the air. In addition, part of the signal is trans- 
mitted directly from the sending to the receiving antenna. 
The difference in time between the reception of the direct 
and reflected signals serves to give the pilot his exact altitude 
above the ground at all times. 

Mr. Sarnoff described Radar (Radio Detecting And Rang- 
ing) as a great offensive and defensive weapon in wartime 
which will, in peacetime, assure both air and surface craft 
safe passage in any weather. Radar, plus the rapid improve- 
ment in blind or radio beam flying, should ultimately make air 
traffic almost 100 per cent foolproof. 

The Finest Airways System on Earth 

No other country in the world has an airways system to 
match that maintained by the Civil Aeronautics Administra- 
tion (CAA) . Early in 1943 the CAA was operating three hun- 
dred and eleven lighted intermediate (emergency-landing) 
fields, one hundred and forty- two flashing beacons, and 2,098 
rotating beacons along the Federal Airways System within 
the United States. 

For the benefit of all airmen (not just air lines pilots) the 
CAA maintains and operates four hundred and eight inter- 
mediate-frequency radio range and marker stations, one hun- 
dred and ninety-seven ultrahigh-frequency radio fan markers, 
and seventy-two ultrahigh-frequency radio range stations 
(which probably will be increased to one hundred and forty- 
three during 1943). Also in the airways system are four hun- 
dred and forty-six weather-reporting stations, joined by a 
54,000 mile teletype circuit for quick reporting of meteorologi- 
cal conditions from coast to coast. Traffic from point to point 
along the airways is directed from twenty-three control sta- 



96 Miracles Ahead! 

tions, located at major airports. The control centers use a 
10,400 mile teletype circuit to check and clear movements 
of swiftly traveling aircraft along the airways. Finally, at sev- 
enty-four designated fields the CAA operates airport control 
towers. This number will be increased, at the request of the 
military, to one hundred and twenty or more in 1943. 

Since 1941 the Alaskan Airways System has been expanded 
and improved until Alaska now has as fine a system of air- 
ways and airports as any section of the United States. 

The Federal Airways System now operates six interconti- 
nental superradio stations capable of communicating with air- 
craft at any point on the globe. These stations have placed 
the United States several years ahead of any other nation in 
the world in the development of intercontinental airways. 

The immediate postwar problems of the airways, as seen 
by the CAA, will be the rebuilding of the entire domestic air- 
ways system by substituting ultrahigh-frequency for the old 
standard intermediate frequency. Ultrahigh frequency will 
eliminate static and provide airmen with aerial "highway 
markers" as easy to follow as those along our best highways. 

The CAA reports that, exclusive of certain military air- 
dromes, there will be about eight hundred and sixty-five major 
airports in the United States by the end of 1943. All of them 
will have paved runways of thirty-five hundred feet or more, 
capable of handling the largest craft. Less than one hundred 
such fields existed in 1940. In addition to these there are more 
than two thousand lesser fields. Within the past few years 
numerous new airports for the use of military transports and 
combat planes have been built with American and Allied 
funds throughout the country. After the war many of these 
fields will be available for civilian use. 

In planning future airways and other facilities, the CAA 
figures that before 1950 the United States may well have five 
hundred thousand private, commercial, and military planes in 



Global Transportation 97 

active service. Wolfgang Langewiesche contends that "we 
shall need an extension of the airways to the grass routes. 
That may mean low-cost 'flyways' for bad weather, extend- 
ing to every town, with a landing strip every ten miles and 
perhaps regular sign posts, bearing numbers, marking the 



route." 



Solutions for Postwar Unemployment 

In 1943, according to the OWI, the total production of the 
American aviation industry cargo and combat planes to- 
gether will reach the total of $20,100,000,000, a fourth of 
our war budget for the year and almost a seventh of the esti- 
mated national income. This is in contrast with the auto indus- 
try, which at its peak in 1941 reached only $3,700,000,000. 
About 2,500,000 trained workers are now turning out planes 
and almost all airplane plants can be converted to the pro- 
duction of peacetime aircraft. 

Will aircraft plants shut down when the war ends and turn 
loose thousands of employees to hunt for jobs in other indus- 
tries? It would appear that commercial and private equip- 
ment requirements will keep most factories busy for a while, 
and the military planes on hand will require an annual re- 
placement of about 25 per cent because of losses and the fact 
that planes will get out of date. 

Glenn L. Martin does not believe that the postwar years 
should hold any fears for the airplane industry. He predicts 
that after readjustments are made the plane builders will be 
even busier than they are right now turning out planes "for 
an aviation business bigger than anything we ever dreamed." 
He believes that in five or six years the industry "will be 
using at least all of its wartime workers." 

Mr. Martin based his prophecy on these factors: (i) need 
for at least five years' replacement in domestic aviation; (2) 



98 Miracles Ahead! 

demand for new military planes, especially types useful for 
policing the Axis nations; (3) development of the cargo glider, 
along with special tractor planes to tow them; (4) growth of 
international and oceanic air lines requiring hundreds of giant 
flying boats; (5) transportation of all mail, plus a substantial 
portion of express business, by air instead of by surface car- 
riers; (6) expansion of the private plane market by thousands 
of wartime pilots who have learned to fly and will want to 
continue flying, and by thousands of other people who will 
have become "air-conditioned" during the war. 

Other observers foresee a lot of jobs for pilots and workers, 
selling and servicing private planes and teaching people how 
to fly. Many other workers will be needed to operate new 
airports and maintain the flying aids on our airways. 

New businesses will be organized to provide "taxi" planes 
for business and sight-seeing; for crop dusting, aerial photog- 
raphy, and other purposes. These organizations will provide 
jobs for pilots, mechanics, and office workers. 

Other Postwar Issues 

Experience gained by United States pilots and ground crews 
in the world-wide operations of ATC and NATS will give 
this country a long lead over Britain and other United Nations 
in the race for air-transport business when the war ends. 
Britain will be at a further disadvantage because the United 
States has been building most of the transport planes, while 
the British have concentrated on the production of bombers 
and fighters. 

Referring to this fact, Juan Trippe, president of Pan Amer- 
ican Airways, said that British Overseas Airways and the 
national air lines of the other United Nations should each be 
permitted to obtain from the United States, on equitable 
terms, all the ocean-transport planes they will need to restore 
the balance of fair competition. 



Global Transportation 99 

"We all share the healthy American aspiration to be the 
winner of a race or a ball game or an international business 
competition," he said. "But fair is fair. If you want to win a 
baseball game you try to out-hit and out-score the other fel- 
low, but you don't take away his bat." 

In a questionnaire on postwar air commerce which the CAB 
sent to eighteen air lines the private companies indicated firm 
opposition to government participation in the management or 
ownership of their companies in the development of foreign 
air commerce. The air lines contended that past performance 
has shown that private management and initiative "are capa- 
ble of successfully upholding the role of the United States in 
post-war transport." 

They agreed with the CAB that the government should 
immediately arrange a reciprocal exchange with other coun- 
tries for the general right of "innocent passage" (nonrnili- 
tary), together with the right to land for refuelling and for 
other technical needs. 

Merchant ships long have enjoyed the right of "innocent 
passage" through waterways controlled by a foreign nation. 
Airplanes never have had this right. For example, an Ameri- 
can ship on a voyage from Seattle to Alaska could pass 
through Canadian territorial waters without asking anybody's 
permission. But an American air transport on the same route 
would have to get express permission from Canada to fly 
over the same waters. The only "free" air lies over the oceans, 
beyond the three-mile limit. 

"The right of 'innocent passage/ " the air lines explained, 
"is basic to the development of international air transporta- 
tion and leaves open for later negotiation and agreement the 
question of the right to engage in commerce by air." * 

Some American aviation experts fear that the granting of 
reciprocal trading rights to foreign nations will expose our 
air lines to dangerous foreign competition. They point out 

1 Italics ours. 



ioo Miracles Ahead! 

that foreign merchant marines, operating with low wage 
standards and supported by their governments, were able to 
cripple the United States Merchant Marine after the first 
World War. Oliver J. Lissitzyn in his book International 
Air Transport and National Policy * argues, however, that 
there is not likely to be much difference between air-transport 
costs in this nation and foreign countries, and that American 
companies will have the modern planes and the "know how" 
to hold their own by offering a high-quality service at reason- 
able rates. 

It appears, too, that if we want the right to carry passengers 
and freight to foreign nations we will have to let them operate 
planes to and from the United States, just as foreign ships are 
permitted to trade to and from our ports. 

Other observers warn against letting postwar competition 
for air traffic get out of hand. Bitter competition among the 
United Nations could wreck the teamwork that will be 
needed to hold Axis nations in check and preserve world 
peace. 

"Air power," declares Juan Trippe, "can further anarchy 
or peace. It can destroy or build. It can be a lethal weapon 
or a life-giving tool sword or ploughshare, Frankenstein 
monster or Aladdin's lamp, Stuka or Clipper. It can enslave 
man or set him free. . . . 

"It is obvious, of course, that the great national air trans- 
port monopolies, will continue to compete with each other 
and with us. But it is vital to establish an equitable basis for 
such competition. Friendship will result from fair play. 

"The war," he concluded, "has been a bitter laboratory for 
air transport and its benefits should be made available to all 
the people in the peace to come." 

1 Lissitzyn, Oliver J., International Air Transport and National Policy. 
New York, Council of Foreign Relations, 1942. 



VII 

BY LAND AND SEA 

IT WOULD BE extremely unwise to compose an epitaph for the 
railroads, steamships, trucks, and busses at this point. Airplanes 
will compete strongly with surface transportation in the next 
few years, but these carriers are preparing to put up a stiff 
fight for business. 

Furthermore, as W. A. Patterson, president of the United 
Airlines, pointed out, "If the volume of air-borne cargo in- 
creased one hundred fold it would still take only one tenth of 
one percent of the freight noiv being transported by the 
American railroads! 

"The airplane and railroads," he added, "will be definitely 
competitive for certain types of express, but the gains which 
the railroads will achieve in freight traffic created by the air- 
plane will more than offset their loss of passenger business to 
the airlines." 

The railroads grew up with the United States, and their 
bands of steel helped bind the growing country together. In 
Europe the rails were laid between well-established cities. But 
in the United States the railroads pushed westward and people 
and towns followed. Because of the importance of transporta- 
tion in the Far West, the states and the Federal Government 
stimulated railroad construction with loans and grants of 
land. 

After 1920 the competition of oil pipe lines, automobiles, 
trucks, busses, inland waterways, and finally the airplane 
sharply cut railroad passenger and express business. Certain 

101 



102 Miracles Ahead! 

leaders in the railroad industry sought ways to meet this com- 
petition. In the early 1930*8 William Stout, the Detroit engi- 
neer, designed the first streamlined, lightweight, gasoline- 
driven train in the United States for the Pullman Car & Manu- 
facturing Corporation. The "Railplane" was made of welded 
steel tubing covered with duralumin, and Stout claimed that 
tests showed the Railplane truck was one-tenth the weight 
and two and a half times as strong as the standard railroad 
truck. Its two 163 horsepower engines gave the Railplane a 
top speed of ninety miles per hour and it traveled on rubber- 
lined wheel rims, which absorbed the shock. Sealed windows 
and forced ventilation assured passengers of a comfortable 
dust-free ride. 

Several years passed, however, before the railroads began 
using streamlined and Diesel-motored trains to compete with 
airplanes, trucks, busses, and private automobiles. But by 1940 
the United States had the largest number of trains in its his- 
tory with scheduled runs of sixty miles per hour or more, and 
freight trains ran half again as fast and hauled more cars. 
Coaches were more comfortable and attractive than the Pull- 
man cars used on all the first-class railroads a few years 
earlier. 

Postwar advances in railroading will eclipse those made in 
prewar years. Abundant supplies of cheap aluminum and 
magnesium and new steel alloys, will permit the railroads to 
rebuild their rolling stock. The ever-busy Henry J. Kaiser 
announced in May, 1943, that he intends to turn out fast, 
lightweight railroad cars in the yards where he now produces 
ships. 

"These yards," he explained, "can be quickly converted to 
handle railroad equipment. They can turn out welded cars 
on a mass production basis with speed and economy. We 
agree," he added, "that our railroads must be rebuilt after the 



By Land and Sea 103 

war. We agree that thousands of shipyard workers must have 
jobs. This will do both." 

Kaiser engineers have developed passenger coaches made of 
new steel alloys and aluminum and magnesium. They will be 
so light that one engine can pull two or three times the num- 
ber on the same amount of fuel. Lightweight freight cars also 
have been planned. The substitution of light metals for steel 
in these cars will cut weight from forty-five thousand pounds 
to fifteen thousand. The cars can handle the nation's freight 
at twice the present speed and about half the cost, according 
to Mr, Kaiser. The drop in rail equipment and operating costs 
will permit the railroads to lower rates to compete favorably 
with other carriers. 

The lightweight passenger coaches also will have improved 
air conditioning, cool fluorescent lighting, larger windows and 
sky-view roofs of strong transparent plastic, in addition to 
all the refinements of the best hotel. 

Edward G. Budd, president of the manufacturing company 
bearing his name and a pioneer in the use of stainless steel for 
planes and trains, is confident that there should be a potential 
market for railway passenger cars "to the value of several hun- 
dred million dollars immediately upon the lifting of present 



restrictions." 



Diesel motors internal-combustion engines without spark 
plugs will continue to grow in popularity on the railroads. 
Cost of operation is low for Diesels and they can outpull 
many steam locomotives. M. W. Smith, vice-president in 
charge of engineering for the Westinghouse Electric & Man- 
ufacturing Co., believes, however, that efficient turbines will 
be used for trains as well as planes. He said that the high- 
speed gas turbine, using a continuous expansion of gas to 
rotate windmill-like blades and produce a steady flow of 
power, offers the possibility of another form of motive power 



104 Miracles Ahead! 

for locomotives using either mechanical or electrical drives 
and transmissions. 

He revealed early in 1943 that a steam-turbine-driven loco- 
motive geared directly to the driving wheels actually has been 
designed and is about to be made and tested. Mr. Smith said 
it would supply higher power at faster speeds "exceeding 
that available from reciprocating steam locomotives." A 6,500 
horsepower unit could, according to engineers, save more 
than 25 per cent in the pounds of steam per horsepower hour 
over the present-day locomotive. This points to more eco- 
nomical operation and, since it eliminates certain locomotive 
parts that move back and forth, it would cut wear and tear 
on moving parts, permit the use of smaller wheels, and allow 
more space for boilers. 

A recent invention, on which a United States patent was 
granted in 1943, promises to greatly improve the present-day 
steam locomotive. It would give the railroad engine the ad- 
vantage of more efficient, higher steam pressure now available 
to ships and power plants. The new design uses a horizontal 
water-tube boiler instead of the old-style fire-tube boiler. 
The tubes are suspended around a large fire space within the 
engine shell, and insulate it against the high firebox tempera- 
ture a method similar to that employed on ships. Steam is 
stored in eight or more vertical steam drums arranged in two 
rows down the sides of the locomotive. 

"The Battle of Transportation 7 ' 

When World War II began, Nazi experts were confident 
that the "obsolete" United States railroads would be unable 
to meet the demands of total war. They pointed out correctly 
that our railroads had less equipment than in 1916. But the 
railroads, with fewer locomotives, coaches, and freight cars, 
have broken every passenger- and freight-carrying record. 



By Land and Sea 105 

Their performance under war handicaps indicates that they 
will be ready, willing, and able to give a good account of 
themselves against all competitors in postwar years. 

Reporting on "the battle of transportation," the Office of 
War Information pointed out that the heavy blow delivered 
by Nazi submarines to intercoastal shipping through the 
Panama Canal, and to coastwise shipping along the Atlantic, 
had thrown a heavy burden on the railroads. Before the war 
emergency, said the OWI, one tanker used to leave the Gulf 
ports almost every hour with oil for the seventeen Eastern 
states and the District of Columbia, now known as District I. 
One million five hundred thousand barrels of oil a day were 
delivered to that region by water. Customarily only five or 
six thousand barrels a day were delivered by rail, virtually 
all of it special products such as asphalt, liquefied petroleum 
gases, and wax. Now East-coast tankers are few (the exact 
number of those in service is a war secret) and the railroads 
have taken over Eastern oil deliveries in a larger measure than 
was believed possible even by themselves when the emer- 
gency first arose. 

"Somewhat less than in the case of oil, but still to a strik- 
ing extent," the OWI reports, "the railroads have assumed 
the major burden of coal deliveries to the Northeast. New 
England, which in 1939 received three-quarters of its bitumi- 
nous coal by collier, is now receiving over half by rail. . . . 
New York, which is more easily served by rail than is New 
England, now receives no collier deliveries from Hampton 
Roads." 

In addition to the above shipments, the railroads are mov- 
ing to ports quantities of Army and Lend-Lease exports which 
dwarf anything in the country's history. In 1942 they car- 
ried 638,000,000,000 ton-miles of freight, an increase of a 
third over 1941, which had been the peak year, and OWI 
says the figure cannot help but rise in 1943. 



106 Miracles Ahead! 

The OWI compares the railroads' performance in the first 
World War and in World War II: 

"During the last war, freight congestion on the railroads, 
particularly at and behind ports, became so great that war 
plants closed for lack of coal, fuel riots took place, goods 
spoiled on piers, and freight cars containing cargo needed for 
ships had to be lifted out of clogged yards by crane. This was 
due in large part to the facts that the railroad lacked any cen- 
tral agency among themselves (such as is now provided by 
the Car Service Division of the Association of American Rail- 
roads, which arranges for pooling of freight cars and other 
equipment), and that there was little cooperation between 
carrier and shipper, goods being routed to ports without any 
assurance that ship space would be ready. After the govern- 
ment took the railroads over in December, 1917, conditions 
improved. But at no time were there so few prolonged con- 
gestions as at present. And at no time during the last war did 
such an immense volume of freight move westward as well as 
eastward across the country as today. 

"There is no talk, at the present time," the OWI adds, "of 
the government assuming ownership and operation of the 
railroads. . . . The Army and Lend-Lease and other agen- 
cies agree that the control system is working 'reasonably well' 
and it is generally agreed that desire to avoid government con- 
trols has acted as a stimulus to the railroads to maintain a 
high degree of cooperation." 

In its report on postwar transportation problems the 
National Resources Planning Board stated that "the future 
of the railroad lies in its continuance as the principal agency 
for heavy freight movement. The railways are capable, under 
a system of trainload operation and rates, of meeting much 
inland waterway competition, other than on the Great Lakes. 
Except for the waterways no agency of transport can seri- 
ously challenge them save on the shortest hauls." 



By Land and Sea 107 

Trucks and Busses Hold Their Oivn 

A survey by the Automotive Council of War Production 
of 227 truck operators showed that of 30,069 loads carried in 
a one-week period in 1943 almost 75 per cent conveyed mili- 
tary materials or products. Another survey, of 741 war plants, 
revealed that 65 per cent of incoming freight and 69 per cent 
of outgoing freight was being shipped by truck. Likewise the 
amount of shipping, both incoming and outgoing, carried by 
motor vehicles, averaged better than 50 per cent for 1,311 
smaller firms in Minnesota, Missouri, and South Dakota. 

Looking ahead to postwar years, the NRPB believes the 
fluidity and quick response in emergencies of truck transpor- 
tation, which made it valuable in wartime, will enable it to 
hold business in the future. 

"The motortruck is most useful," the NRPB reported, "in 
terminal service, on the shorter hauls, and over longer routes 
where its speed can equal or exceed that of rail operation. 
In the merchandise business, however, speed and flexibility of 
service, combined with favorable rates and minimum packing 
requirements make truck service especially attractive. Most 
less-than-carload business, except on the longest hauls, may 
eventually move by truck or by some form of coordinated 
service. In areas of light traffic density, along branch lines, 
and in local service along major channels of trade, the motor- 
truck has another important place to fill." 

Engineers of Mack Truck, Inc., foresee a great change in 
materials that form the body of postwar trucks. Magnesium, 
aluminum, and a host of other lightweight materials, such as 
plastic bonded plywood, will cut truck weight and allow for 
that much more weight in pay load. Major changes also are 
expected to take place in the engine. A lighter engine with 
greater horsepower in proportion to weight is being designed. 
High-octane gasoline, used now exclusively for aircraft, will 



io8 Miracles Ahead! 

play a major role in the development of more efficient 
engines. The NRPB also forecast the greater use of Diesels 
in trucks. 

The "Truck of the Future," designed by Lurelle Guild, 
noted New York industrial designer, has a completely stream- 
lined body enclosing the wheels. Front as well as rear loading, 
better load distribution, tandem front-driving axles, curved 
plastic windshield giving better vision in front, and periscope 
rear vision are among the other features provided by this 
vehicle. 

Edward G. Budd pointed out that his company had just 
reached full-scale production of stainless-steel trailers at the 
outbreak of the war, and was assured of a large volume of this 
business in the postwar period because of the successful ex- 
perience trucking companies had with the lighter type of 
trailer. 

"Bus transportation," declared the NRPB, "has important 
advantages in short-distance traffic and in cross-country traf- 
fic between the major channels of movement. It also provides 
frequent and economical service in the light traffic areas which 
cannot be satisfactorily served by rail. Except on local hauls, 
however, good rail service can offer substantial competi- 



tion." 



Busses, as well as the railroads, will have to battle the air 
liners and passenger-carrying gliders. They are expected to 
match the railroads in providing fully air-conditioned coaches, 
with plastic windows, sky-view roofs, private compartments 
in front, and a lounge and observation room in the rear. 
A double-decked coach may be built like a huge trailer with 
the driver's cab and engine hitched on for ease in maneuver- 
ing- 

Your travel dollar will buy a lot of comfort on these busses; 
and fares also will be low, because light-metal or plastic and 
plywood bodies, plus superefficient engines, will permit these 



By Land and Sea 109 

vehicles to get twice as many miles per gallon of high-octane 
gasoline. 

During the first World War the nation spent $3,000,000,000 
for a fleet of twenty-five hundred ships. But lack of a con- 
sistent government policy, plus competition from foreign 
ships supported by their governments and paying their crews 
lower wages, soon crippled the American Merchant Marine. 
In a dozen years the United States had only three hundred and 
forty-seven ocean ships. After Congress passed the Merchant 
Marine Act of 1936 real progress was made. New, modern 
ships were built in a program calling for fifty ships a year for 
ten years. Shipyards were put in good order so that when 
war came the shipbuilding industry was ready to expand 
operations rapidly. Officials say the Merchant Marine Act 
advanced the nation's wartime shipbuilding program by at 
least two years. 

Shipbuilding Magic 

Prefabrication and welding have enabled American ship- 
builders to break all records in turning out ships. No longer 
do they lay the keel and then build upward, riveting one plate 
at a time until the hull is finished. Today huge two-hundred- 
ton sections are fabricated near by and then lifted in place by 
cranes. Prefabrication has enabled Henry J. Kaiser's yards to 
cut shipbuilding time from months and weeks to days and 
hours. 

Welding of plates not only saves time but economizes on 
man power, because one welder can join almost twice as 
many plates in a day as can a three-man riveting crew. Weld- 
ing saves steel, because it does away with overlaps and the 
backup plates behind each seam where the large outer plates 
come together. Elimination of overlaps, as well as thousands 
of rivets, cuts down weight and permits ships to carry more 



no Miracles Ahead! 

cargo. This development, and greater use of steel alloys and 
light metals in postwar ships, will give shipping companies 
the faster ships needed to compete with foreign vessels and 
also with air transport. 

Shipbuilders have set records in ship production, and ship- 
ping companies have exceeded past standards in seeing that 
every possible foot of cargo space in these vessels is utilized. 

"In concrete benefit to the war," wrote William Bloeth, 
New York World-Telegram financial writer, "the industry 
has delivered more goods per ship and more goods over-all. 
The most worthwhile of these contributions has been the 
reduction of what is known as 'broken stowage,' a term for 
the waste space on a ship. The progress is freely called 'mirac- 
ulous' both by experienced shipping men and by officials of 
the War Shipping Administration. 

"Where, normally, a broken stowage of between 25 and 
30 per cent was expected on a ship, careful attention to all 
details by experienced shipping men has trimmed this in war 
shipping to about 14 per cent on some routes. The figure is 
even more satisfactory in the light of the fact that absolutely 
no waste space is physically impossible," Bloeth adds. 

"Spaces between deck beams, where no cargo could be 
stowed without lifting the deck and installing specially de- 
signed packages, still are computed in the theoretical capacity 
of a ship. Even with free-flowing grains, which can pour into 
all crevices, 100 per cent is impossible. Even more significance 
is added by the fact that war cargo is 'balloon' cargo, taking 
up too much space for the weight involved. Military vehicles 
and tanks are the worst space-eaters and are important items 
in the cargoes being carried. The difficulty stems from the 
fact that a ship's capacity is limited by both weight and space. 
Bulky items don't add up to the peak weight, and heavy loads 
that hit the maximum weight before the holds are filled are 
considered bad stowage. These factors necessitate minute 



By Land and Sea in 

preparations and carefully worked-out plans, despite the need 
for wartime speed." 

These wartime lessons in proper stowage of cargo will 
prove valuable to shipping companies in postwar years. They 
will have better ships, and also use them to greater advantage 
on world trade routes. 



The Diesels Step Ahead 

In June, 1943, Captain Lisle F. Small told a meeting of the 
Society of Automotive Engineers that the United States 
Navy, under pressure of war, is undergoing a "revolutionary 
process of dieselization." He said that at the end of the first 
World War the Navy had Diesel engines only in submarines 
and the total horsepower of all of them was only 150,000. 
Now Diesels are "chunging" away to the total tune of 
12,000,000 horsepower on craft of all kinds, ranging from the 
mighty 45,000 ton Iowa down to landing barges and the 
humblest tugboat. 

"There has been a progressive slimming down of pounds 
per horsepower as new types of Diesels evolved," Captain 
Small declared. "In 1918 the engines of most of our sub- 
marines weighed 66.5 pounds per horsepower. The big Diesels 
in the German pocket battleship Spee, destroyed in the mouth 
of the Plate River early in the war, had got the weight down 
to 28 pounds per horsepower." 

Improvements in Diesel design also speeded their use in 
cargo vessels. The Maritime Commission's fifty-ships-a-year 
program, begun in 1936, included a large number of Diesel 
motorships. The Donald McKay, first motorship completed, 
was rated one of the best cargo ships ever launched. Our 
greatly expanded wartime shipbuilding program called for 
the construction of Liberty and Victory ships using recipro- 
cating steam engines, which were the easiest to build in the 



ii2 Miracles Ahead! 

emergency. But the Maritime Commission also authorized the 
building of smaller numbers of ships in its long-range pro- 
gram cargo ships of the C-i, C-2, and C-3 types that use 
either Diesel or turbine power and can be used after the war. 
In addition, some of the slow-moving Liberty ships, which 
would not be considered economical in normal times, may be 
converted to Diesel motors in order to keep them in service. 

The clearest outline of postwar shipping policy yet given 
by a government official was announced in a speech in June, 
1943, by Admiral Emory S. Land, chairman of the Maritime 
Commission and War Shipping Administrator. He visualized 
a record-breaking peacetime merchant fleet of from fifteen 
million to twenty million tons, and also advocated the adop- 
tion of tramp shipping as a definite part of the maritime econ- 
omy after the war. 

Tramp shipping, which follows no definite routes or sched- 
ules but goes when and where cargo may be found, has here- 
tofore been frowned upon by the commission as uneconomic. 
Admiral Land also favored private ownership, private opera- 
tion, and private construction of ships; shipment of "a liberal 
percentage of our overseas traffic in American bottoms"; es- 
tablishment of proper routes, lines, and services with a mini- 
mum of American competition necessary, and maintenance 
for the duration of the commission's policy of holding title to 
new ships. 

"Post-war maritime objectives," Admiral Land declared, 
"are not being overlooked because of the exigencies of war. 
We are not losing sight of the objective manifestly set up in 
the Merchant Marine Act of 1936 which gives the Maritime 
Commission the duty of proper rehabilitation of the merchant 
marine. 

"In order to plan properly for the after-the-war period," 
he added, "consideration must be given to the probable fleet 
under the American flag that will be in existence at the end 



By Land and Sea 113 

of the war. We should definitely ear-mark for United States 
commerce a modern fleet of from 15,000,000 to 20,000,000 
deadweight tons. As a nation of 135,000,000 people, we are 
entitled to that tonnage. As the greatest shipbuilding nation 
in the world, we are entitled to have it as modern and up-to- 
date as the exigencies of war permit." 

Airplane and Ship Competition 

C. I. Stanton, Civil Aeronautics Administrator, has some 
interesting facts and figures bearing on the coming battle 
between the airplane and the ship: 

"It is perfectly obvious that in the not too distant future 
high-value cargo of all kinds will be commonly transported 
by air both domestically and overseas; planes will carry pas- 
sengers, mail, express, and freight in ever-growing quantities. 
But why stretch the facts? Why claim that air transportation 
will be the only form of transportation? Far from bringing 
about a decrease in surface traffic, expanded air traffic will 
increase it, for the fuel to keep the planes in the air will have 
to be hauled by surface craft. 

"A Clipper can carry 8 1 / 2 tons of freight from New York 
to England if it refuels in Newfoundland, whereas a 10,000- 
ton surface freighter can carry from six to eight thousand tons 
of cargo, together with fuel and stores for the round trip. 
Therefore a good many hundred Clipper trips would be 
needed to carry the tonnage which one io,ooo-ton water- 
borne freighter can handle on one voyage. Furthermore, 8,500 
tons of gasoline would have to be got to England to fuel 
these hundreds of Clipper trips back to Newfoundland, and 
10,500 tons would have to be got to Newfoundland to fuel 
them between Newfoundland and England and Newfound- 
land and New York. Thus more than two surface freighter 
loads of gasoline must be carried to Newfoundland and Eng- 



ii4 Miracles Ahead! 

land to permit the air delivery of a cargo which one freighter 
could carry across. This more than doubles the surface ves- 
sel cargo tonnage requirements. The more planes that fly, the 
more ships will have to sail." 

Cargo ships do not appear to have much to fear from air- 
transport competition in the next few years. But ocean liners 
may be hard hit, and it is not likely that any new Queen 
Marys or Normandies will be built in the future. Nations 
whose national pride gives them a big-ship complex would do 
well to concentrate on luxury air liners for high-speed ocean 
trips and to build smaller passenger ships, which stress com- 
fort, recreation, and safety. 



VIII 

YOUR NEW SERVANTS: THE 
ELECTRONIC "WATCHMEN" 

THE SCIENCE of electronics is the open-sesame to the doors of 
a miracle world. To date it has opened the door to the won- 
ders of radio, sound moving pictures, and a great number of 
aids of which we are scarcely yet aware. In the world of 
tomorrow the electronic "watchmen" will protect your chil- 
dren from the prowling marauder and also from the deadly 
virus of infantile paralysis and other diseases that we have not 
yet conquered. A billion electronic "traffic policemen" will 
stand guard night and day to apprehend the speeding motor- 
ist and stop him at the next intersection, thereby reducing the 
hazards of driving. Thousands upon thousands of factory 
workers will be freed from the deadly monotony and fatigue 
of the assembly line while electronic "workmen" watch the 
presses, the conveyor belts, and the machinery; they will do 
all the checking, wrapping, sorting, packing, and counting in 
the future. 

In the home there will be more than a dozen swift, silent 
electronic "maids" at the beck and call of the homemaker, 
freeing her from the drudgery of housekeeping. So far it has 
been possible to develop electronic robots for almost every 
imaginable task and a good many that most of us would not 
imagine. 

The war, which of necessity has stopped production and 
development in many fields, has given a tremendous accelera- 
tion to the development of all things electronic. Mass pro- 
duction of electronic equipment has increased by fantastic 

"5 



n6 Miracles Ahead! 

leaps and bounds. Mass production of other equipment has 
owed its tremendous growth to electronic devices. Radio fre- 
quency has cut the drying time of one type of plywood from 
three days to three minutes. Electronic eyes study a machine 
whirling at seven thousand revolutions per minute as though 
it were standing still, diagnosing the most minute flaw in its 
moving parts before that flaw becomes serious enough to 
cause a breakdown. Electronic research goes on apace. In 
November, 1942, the R.C.A. Radio-Electronic Laboratories 
were dedicated. Housed within a building almost five hundred 
feet long are one hundred and fifty laboratories where the 
secret weapons of today are being developed to win the war, 
and where new electronic wonders will become handmaidens 
of tomorrow's miracle world. 

Edison Discovered the Secret 

As far back as 1883 Thomas Edison discovered the secret 
which is the basis of electronics today. He was experiment- 
ing with his new invention, the electric-light bulb. He found 
that when he sealed a metal plate into the bulb, and con- 
nected that plate to the positive charge of a battery, current 
flowed from the heated filament of his light bulb to the posi- 
tively charged plate. Current was flowing across empty space! 
Edison patented his discovery, and it has since been known 
as the "Edison effect." But the patent ran out before Edison 
attempted to develop it further. 

Twenty-one years later, Professor J. A. Fleming developed 
this Edison effect into a vacuum tube which was called the 
"Fleming valve," and put this effect of current flow by "ther- 
mionic emission" to work. Edison had already stumbled on 
the fact that, if a substance is sealed in a vacuum tube and 
heated, electrons will be emitted from it, or evaporated, just 
as we can evaporate a pan of water by applying heat and 
boiling it rapidly. 



Your New Servants: The Electronic "Watchmen" 117 

If we seal a piece of tungsten wire into a glass tube, and 
draw all the air out of the tube, and heat the wire, electrons 
will be emitted or evaporated from the wire. If we seal another 
piece of metal, called a plate or anode, into the tube, and con- 
nect the tube into an electric circuit so that there is a positive 
charge on the plate side of the circuit, the electrons which 
are emitted from the tungsten filament or cathode will jump 
through the space between the cathode and plate, and current 
will flow across empty space. 

If the plus charge on the plate is increased, more and more 
electrons will be drawn to the plate and more and more cur- 
rent will flow. If the charge on the plate is changed to a nega- 
tive charge, or an excess of electrons, the current will not 
flow. 

Thus the diode, or two-element vacuum tube, gives us a 
one-way path for the flow of electric current. If we wish to 
change alternating current into direct, or one-way, current, 
we can put a diode in the circuit; and the current will flow 
but one way. We say the current has been rectified, and we 
call a tube used in this way a rectifier. The usefulness of the 
rectifier tube is limited only by the amount of voltage it can 
stand without breaking down. For a long time this was a 
severe limitation; the first rectifiers could not stand more than 
thirty volts! A three-element rectifier, called the thyratron, is 
capable of handling tremendous voltages. 

What this one tube can mean to the power industry has 
been graphically stated by Raymond F. Yates in his article 
"The Coming Electric Age" in the Science Digest: 

"The use of the new tube known as the thyratron will 
eventually save the industry many millions of dollars annu- 
ally. 

"For reasons well known to technicians, it has been impos- 
sible to transmit anything but high-voltage alternating cur- 
rent. We simply do not know how to generate high-voltage 
direct current, yet this would be the ideal current if we could 



n8 Miracles Ahead! 

step it up to voltages where it could be pushed through long 
transmission lines without serious losses. 

"The thyratron, purely an electronic device, promises, for 
the first time in the history of the power industry, high- 
voltage direct current. A great and devastating revolution is 
threatened in the transmission of power. It will, however, be 
a constructive revolution and one of great benefit to both the 
manufacturer and the user of electric power. 

"Because of line losses that do not occur when high-voltage 
direct current is used and because of the great difficulty of 
insulating high-voltage alternating-current lines, an alternat- 
ing-current transmission line designed for 230,000 volts would 
carry no less than 300,000 volts of direct current. But that is 
not all the story; the actual power carried by the direct cur- 
rent would be from two to four times greater than the power 
carried by the alternating current. 

"When it is estimated that $1,500,000,000 has been invested 
in transmission lines, we begin to get some idea of the prodi- 
gious possibilities of this thyratron. If we are able to transmit 
only twice the amount of current over our existing lines, pub- 
lic utility assets will be created out of thin air." 

That is but one example of the dramatic possibilities of 
vacuum tubes in industry. Even today they are used in more 
than one thousand unexpected ways. Tomorrow, who knows? 

While the thyratron is used as a rectifier, in the manner of 
a diode, the thyratron is a triode, or three-element tube. This 
third element, the "grid," makes possible the instantaneous 
control of power by the tube. 

James Stokley, of the General Electric Research Laborato- 
ries, gives this exceptionally good explanation of the action of 
the grid. 1 

"This was the invention of another American, Lee de For- 
est, in 1907. Between filament and plate he inserted a small 

1 Stokley, James, Science Remakes Our World. New York, Ives Wash- 
burn, 1942. 



Your Neiv Servants: The Electronic "Watchmen" 1 19 

screen, or grid, of wires. This can be thought of as a Venetian 
blind. Positively charged, the same as the filament, the blind 
is open and electrons pass through freely. But if it is gradu- 
ally made negative, this is equivalent to closing the blind; and 
the stream of electrons is reduced and finally stopped. Such 
tubes made possible a new function that of amplification. 
.A very small current on the grid can control the flow of a 
larger current through the tube and, because of the instantane- 
ous response, the quickest variations in the grid circuit are 
immediately reflected in the flow from the plate. . . . 

"Another electron tube has found application in such varied 
tasks as controlling the lighting for a dance number on the 
stage of the Radio City Music Hall and welding the metal 
shell of a bombing plane. This is the thyratron. In one of its 
largest sizes, it will control 300,000 watts of power with less 
than half a watt applied to its grid!" 

After the war the average man will reap the benefits not 
only of better electronic equipment of his own but of the 
effect of the speed-up on the production of many other arti- 
cles by the introduction of electronic devices in factory pro- 
duction. Just as the machine age in manufacturing made the 
luxuries of yesterday the conveniences of today, so the elec- 
tronic age in manufacturing will make the luxuries of today 
the conveniences of tomorrow. 

Radar 

When droves of German Stukas came over England in the 
historic Battle of Britain, Radar teamed up with R.A.F. Spit- 
fires and Hurricanes to save the day. Radar warned the Eng- 
lish pilots long before the German planes were overhead. It 
enabled "the few" to conserve , their strength, to get off the 
ground in time, to concentrate their forces where needed, and 
to fly at an altitude which would give them the needed advan- 
tages over enemy forces which vastly outnumbered them. 



i2o Miracles Ahead! 

The Radar "eye" in the nose of R.A.F. night fighter planes 
informed the pilot when a Nazi was within range and per- 
mitted the defending planes to hunt down the enemy even in 
the blackest night. 

Radar gets much of the credit for saving Britain. It might 
have saved many ships and lives at Pearl Harbor. The United 
States Army Signal Corps Radar installation was not sleeping 
on the morning of December 7, 1941. Private Lockhard (now 
Lieutenant Lockhard, wearer of the D.S.M.) was getting in 
some extra practice on the Radar equipment when he spotted 
a large flight of planes more than half an hour's flying time 
from Pearl Harbor. He reported this information to his supe- 
rior. But the officer knew (as the Japs probably also knew) 
that a large number of American planes were due, so he sus- 
pected nothing. The rest of the story is well known. 

What is Radar? Radar uses a principle which is as familiar 
to us as an echo. Radio waves at very high frequencies, called 
U.H.F. for "ultrahigh frequencies," travel in a straight line 
and behave like a beam of light. They cannot be reflected 
back from the ionosphere, as can the longer waves of our 
everyday broadcast band. But they can be reflected back from 
a metal object. Therefore, if they hit a metal object, such as a 
ship, a plane, or a submarine, they will bounce back in a 
straight line toward the transmitter which shot them out into 
space. If there is a receiver located at the point of the trans- 
mitter, these radio waves can be picked up when they bounce 
back. And by timing the return in millionths of a second, the 
receiver equipment can tell just how long it took the radio 
waves to go out, strike this object, and bound back, and, con- 
sequently, just how far away the object is. 

Radar is not so "new" a discovery as the layman might 
think. Twenty-one years ago Dr. A. Hoyt Taylor and Leo 
C. Young, now superintendent and assistant superintendent 
of the radio division of the Naval Research Laboratory, dis- 
covered that high-frequency waves would bounce back from 



Your New Servants: The Electronic "Watchmen" 1 2 1 

metal objects, as an echo bounces from a wall or a mountain- 
side. With the first detection devices it was possible only to 
determine that there was a metal object somewhere within 
range of the radio waves. Today a Radar unit, trained on an 
enemy field, can tell the Radar operator the instant planes 
take off from that field, how far away they are, how many 
there are, at what altitude they are flying, and at what speed. 
Thus it is possible for the Radar operators and their assistants 
to plot the course of the enemy planes and to determine to 
the split second when they will reach a given point, and the 
planes of the home defense can keep a very unexpected ren- 
dezvous with the enemy planes at a point of their choice. 

The principle of Radar detection is likewise in use in direct- 
ing gunfire. Hanson W. Baldwin, of the New York Times, 
reports a striking incident of the effectiveness of radio direc- 
tion of gunfire in a naval battle: 

"Radar enabled one of our modern battleships in a night 
action in the Solomons to locate, fire at and straddle on the 
first salvo a Japanese battleship eight miles away. 

"The Japanese ship was never actually seen by our men 
until after she had been hit and was afire. Radar also played 
a role in various British naval victories in the Mediterranean. 

"Radar is also of major importance in controlling the fire 
of antiaircraft guns, and at night has replaced, or supple- 
mented searchlights." 

It is the history of many scientific developments that their 
underlying principles are discovered, often simultaneously, in 
different countries of the world. Thus, while the American 
scientists were developing our version of Radar, in England 
a Scot, Robert Alexander (now Sir Robert) Watson- Watt, 
was developing Great Britain's version of Radar, which was 
to help win the Battle of Britain. It is known that Axis coun- 
tries likewise have their version of Radar. Therefore the race 
in detection is a race to develop an instrument increasingly 
more effective, with a longer range and a more accurate deter- 



122 Miracles Ahead! 

mination of the distance and direction of its target and the 
nature of the object it has spotted. 

The lessening of the U-boat menace in recent months can 
very largely be attributed to the increased use of Radar detect- 
ing devices. Time was when the U-boat raider, lying on the 
surface on a pitch-black night, recharging batteries, was as 
safe as he'd be under the surface. Now the Radar opera- 
tor can spot the surfaced U-boat, even though the night 
hides him or a blanket of fog covers him, and direct the bomb- 
ing plane unerringly to the target. The U-boat never sees the 
plane approaching may not even hear it. Without warning, 
bombs whistle through the black night and one more U-boat 
goes down for the last time. 

Just as Radar, supersleuth, helped win the Battle of Brit- 
ain, so it is helping now to win the battle over the U-boat 
menace. What of the peacetime uses of this wartime miracle? 
The editors of Newsiveek summarize its possibilities thus: 

"The development is significant for peace as well as war. 
It promises a peacetime future in which collisions at night 
between airplanes, or between airplanes and mountains, will 
be impossible. Pilots can also take off from and land on fog 
bound airdromes with perfect security. There will be no 
such necessity as 'blind flying.' 

"Ships will be able to enter and leave harbors despite fogs 
that now make them helpless. And the perfection of 'beam 
communications' or the sending out of extremely narrow 
channels of electric signals, to be picked up by receivers 
aboard airplanes, will aid the navigation of every amateur 
pilot." 

Radio-Frequency Heating 

One of the most dramatic developments in manufactur- 
ing today is the widespread application of R.F., or radio- 



Your New Servants: The Electronic "Watchmen" 123 

frequency, heating. Induction heating has been used for many 
years. R.F. heating is induction heating "stepped up" to radio- 
frequency speeds. Two methods of induction heating are 
used: electromagnetic heating is used for materials, such as 
metals, in which electric current flows easily; electrostatic 
heating is used for materials, such as wood and plastics, in 
which electric current does not flow easily. 

In its simplest terms the process of electromagnetic heat- 
ing may be explained thus. A current flowing through a wire 
sets up a magnetic field around the wire. If the wire is wound 
into a coil, the magnetic field will flow through the coil. 
Every time the direction of the current in the coil of wire 
changes, the direction of the magnetic field changes too. This 
changing magnetic field will set up or induce a voltage or elec- 
tric pressure in a piece of metal which is inserted in the coil, 
and cause current to flow in the metal. The resistance of the 
metal to this flow of current causes the metal to heat. Thus the 
term "induction heating" or heating caused by an induced 
current. 

With nonconductive materials, such as wood, "capacity" 
heating is used. The material to be heated is placed between 
two metal plates. As a constantly changing current causes a 
multitude of electrons to strike one of the plates, the electrons 
are driven from the other plate, or "repelled" from it, just as 
the two south poles of a magnet are repelled from each other. 
At the next instant, when a reversal of current drives elec- 
trons to the other plate, the electrons on the first plate are 
repelled from it. The material between the plates, as an inno- 
cent bystander, is caught in the thick of the argument. It feels 
the electric stress across it as the electrons on the two metal 
plates repel each other. The electrons within the material are 
not easily freed from their atoms; but they do feel the tug of 
this stress and they are displaced slightly, first to one side and 
then to the other. This displacement causes friction and 



124 Miracles Ahead! 

induces heat in the wood or plastic, just as the current flow 
in the metal induces heat. 

In any type of induction heating, the speed with which 
the current changes direction increases the speed with which 
the heat can be developed in the material being heated. We 
can comprehend the speed-up which results when induction 
heating is applied, not at the typical sixty cycles per second of 
our standard A.C. but at perhaps sixty million cycles per sec- 
ond of R.F. heating. 

When Malaya and the Netherlands East Indies fell into 
Japanese hands, more than half the world's supply of tin fell 
into their hands too. When our precious supply of tin was so 
sharply curtailed, R.F. heating saved the day. R.F. heating 
tripled our supply of tin overnight, by making it possible to 
coat our tin cans with a coating one-third as thick as the coat- 
ing formerly used. And resistance welding, which likewise 
uses heat at R.F. speeds of control, has eliminated the use of 
soldering in many places where it was heretofore used, free- 
ing solder, which contains tin, for uses where it is still impera- 
tive. 

When it became more and more desirable to use plastics 
and bonded plywoods in the construction of planes, both to 
save metal and to cut weight, R.F. heating again came to the 
rescue. The bottleneck in plywoods and plastics was the slow 
drying time. And R.F. heating has broken this bottleneck, 
giving us next year's production of propellers by tomorrow 
afternoon! 

X-Raying Steel 

The industrial use of X ray is speeding production as 
efficiently as the widespread use of R.F. heating. A three- 
hundred-thousand-volt X-ray machine is used to "see" through 
four inches of steel, finding flaws in casts and weldings while 



Your New Servants: The Electronic "Watchmen" 125 

they are merely flaws and have not become the cause of a 
tragic failure that could cost the lives of men. Recently a mil- 
lion-volt machine was used to "see" through eight-inch armor 
plate, and a new one-hundred-million-volt "induction elec- 
tron accelerator" is being developed; so the future possibili- 
ties promise detection of flaws in even more massive castings. 

Airplanes are now being examined by X-ray units which 
can see through five inches of steel, detecting any flaws. 
Tomorrow, when this equipment is generally available for 
commercial planes, it will save countless hours of checking 
time and many lives. 

The X-ray diffraction camera is used to show not merely 
the flaws in a material but every element which goes into 
making that material. The slightest variation in a substance 
can be detected as quickly as we could distinguish chocolate 
from angel cake. 

The Photoelectric Tube 

One of the most interesting vacuum tubes in common use 
today is the photoelectric tube. In this tube the filament is 
coated with caesium or another metal which will emit elec- 
trons when light falls on the metal surface. When light shines 
on the tube, current flows; when something casts a shadow 
on the tube, the current stops instantly. By using various color 
filters with the tube, it can be made to respond to one color 
and not to another. 

If the current from a photoelectric tube is fed to the grid 
of such a triode as the thyratron, it can start and stop large 
currents thus starting and stopping heavy machinery. It is 
this tube which turns on a fountain as you bend to drink; 
your head interrupts the current flow, a switch is released, 
and the water is turned on. It is this tube which opens a heavy 
door as you approach. Your shadow interrupts the light beam 



Miracles Ahead! 

on the tube, and the current flow; a switch is released, and a 
spring opens the door. 

Phototubes are helping to speed the war effort in many 
places. In plants where trucks come in and out of doors sev- 
eral times a day, the phototube opens the door. How long 
does it take a truck driver to stop his truck at a door, climb 
down, open the door, climb back up in the truck, start his 
truck, roll through the open door, stop his truck again, climb 
down, close the door, climb up in his truck again, and roll 
on his way? Half a minute? Multiply that half minute by a 
hundred starts and stops for a thousand trucks, and the loss 
in man-minutes becomes a loss in man-hours. A doorman on 
the job could save the truckman's time. But today we cannot 
spare a man to "stand and wait." The phototube saves that 
time for us. As the truck approaches, the phototube opens 
the door, the truck rolls through without stopping, and the 
phototube closes the door behind it. It would be possible to 
use that same doorman as a guard, opening the door for trucks 
of a certain fleet and refusing admission to all others. All that 
would be necessary in equipping the phototube for this task 
would be a color filter to protect it from all light rays but 
those of a certain shade. Then, if the light source reaching 
the tube were reflected from the passing trucks, rather than 
interrupted by the passing trucks, only light reflected from 
trucks of a predetermined color would pass through the color 
filter and cause the current to flow in the phototube. In this 
case the flow of current rather than the stopping of current 
would activate the relays which operated the doors. 

The ability of the phototube to distinguish shades of color 
has been brought to a high stage of perfection in the spectro- 
photometer, a device which uses the phototube. While the 
human eye can sometimes distinguish ten thousand different 
shades and colors, the spectrophotometer can distinguish two 
million different shades! 



Your New Servants: The Electronic "Watchmen" 127 

Just as the phototube can distinguish shades of color with 
a skill surpassing that of the human eye, so other electronic 
watchmen can serve as inspectors of variations in weight and 
thickness, and all other physical properties, and perform each 
of these processes with superhuman skill and exactness. 

Electronic watchmen can scan a sheet of metal running past 
at hundreds of feet a minute, detect a flaw no larger than a 
pinprick, and mark the metal for discard at that point and 
all without stopping the flowing of production. When a sheet 
of metal is fed into a press, electronic watchmen can stand 
guard over the press, stopping the machinery if the sheet 
varies by a thickness far less than that of tissue paper. 

Amateur photographers know the saving in film that results 
from the use of a light meter. This little meter, working on 
the principle of a photoelectric tube, measures illumination 
on a graduated scale and tells us how much light is reaching 
the meter in terms of how much current flows from the 
photocell. Thus we know how to set our cameras in order 
to get good pictures in varying degrees of light. 

In the world of tomorrow this same principle will be used 
to measure illumination in our homes, schools, and factories. 
It will not be necessary for a human watchman to read the 
meter and adjust our lighting for efficiency, for the electronic 
watchman will take care of that, safeguarding our eyesight, 
by turning on artificial illumination the moment daylight fails. 
On winter days, when light is insufficient or fails quickly, 
our fallible human judgment will not subject us to an hour 
or more of eyestrain before we become aware that the light 
has dimmed. 

The same phototube could be used to switch on the lights 
when one entered a room and what price light bills? 
switch off the lights when we left a room. There would be a 
great future for the man who would perfect such a device 
for installation in hotel rooms! The device could count the 



n8 Miracles Ahead! 

people who entered, and not switch off the light until the last 
person had left the room. In fact, phototubes used to control 
traffic in one-way tunnels exercise just such ability to count 
even now. 

Doubtless we can all remember a rime in our childhood 
when we watched the pharmacist at the corner drugstore 
weighing the powders for a prescription. It was a long and 
tedious process. But, thought we, it takes time to get things 
exactly to a fraction of an ounce! Today electronic watch- 
men can weigh thousands of objects, instantly discarding any 
that are overweight or underweight by a thousandth part of 
an ounce and do it all in seconds instead of minutes! 

Testing the Ripeness of a Melon 

Electronic inspectors adapt themselves exceptionally well 
to conditions where the ebb and flow of production is irregu- 
lar. When a sudden spurt of production occurs, they can 
work tirelessly, day and night, with unfailing speed and ac- 
curacy. When production stops, they present no labor prob- 
lems. Fruit growers have saved themselves thousands of dollars 
by using electronic inspectors for rapid sorting of fruit. 
Overweight, underweight, and off-color fruit is discarded 
with lightning speed as it whirls by at a speed which would 
overtax a corps of human inspectors. 

Electronic testers can even check the ripeness of a melon, 
and tell you exactly when it reaches that state of luscious per- 
fection that makes it worth the price! What a boon to the 
purchaser! And the electronic tester makes its test without 
bruising the fruit! What a boon to the merchant! 

It is possible that someday an up-and-coming fruit market 
will install a "melon checker," just as the chain drugstore in- 
stalls a tube checker for radio tubes. Surely it would pay for 
itself in a short time if flashing lights informed the prospec- 



Your New Servants: The Electronic "Watchmen" 129 

tive purchaser "Green" . . . "Firm" . . . "Just right!" . . . 
"Dead ripe half price." 

Checking Moving Objects 

One of the most fascinating electronic instruments in use 
today is the stroboscope. Let us imagine we are watching the 
process as an engineer checks the revolutions per minute of 
a whirling machine. He will bring his stroboscope, which in 
appearance is simply a metal box with a strong flashlight 
in one end of it, a dial on top, and a meter he can read. He 
turns his "flashlight" on the machine and a strong glow of 
light illuminates a whirling wheel. It seems to us to be a 
steady light, but in reality it is flickering off and on so rapidly 
that we cannot detect the flicker. "Watch the wheel," he 
says, and we watch it. He turns his dial. A strange thing 
happens. He has not touched the machine; we can hear it still 
running at breakneck speed. But there, before our eyes, the 
wheel slows down, wavers, and stops! Seeing is no longer 
believing! Our ears tell us the wheel is still revolving. Our 
eyes tell us it is standing still. The engineer reads his meter. 
"Fifty-five hundred revolutions per minute," he says. He snaps 
off the light of the stroboscope, and again the wheel revolves 
before our eyes. 

How is this possible? Because he has changed the fre- 
quency of the flickering of the light in his stroboscope until it 
is going off and on at exactly the speed at which the wheel 
was revolving; and, therefore, each time the light illuminated 
the wheel, it caught it in exactly the same position. 

For a simple, quick, and accurate method of determining 
the speed of a revolving wheel, the stroboscope is invaluable. 
Likewise, it may be used to detect any "wobble" in the wheel 
which may develop at a given speed, so that this fault can 
be corrected before a breakdown occurs. It can also be used 



130 Miracles Ahead! 

to illuminate any moving object while a camera takes a series 
of still-life pictures in all positions. 

Just as the stroboscope makes it possible to check, study, 
and test a machine without stopping it, so other electronic 
devices make it possible to check other production without 
stopping the flow of material. The colorimeter makes it pos- 
sible to check samples of a liquid without taking a sample 
and putting it through chemical analysis. As the liquid, in 
process of production or use, flows through a glass tube, the 
colorimeter analyzes it by color. 

Welding has long made use of the advantages of electronic 
controls, for electronic timers truly can give the advantage of 
split-second timing. This accurate control has meant better 
welds, and safer welds, with unfailing accuracy. And X-ray 
examination of welding has furnished a further quick check 
to determine perfection. Resistance welding is speeding up 
the process of welding by making it possible not only to time 
the heat of a weld to the split second but to control the 
amount of heat applied to the weld, and to control it to a 
fraction of a degree. 

New Medical Servants 

Electronics has long been the handmaiden of medicine. The 
electrocardiograph has made it possible to record the picture 
of the beating of a heart, giving the doctor a far more accu- 
rate diagnosis of certain heart conditions than is possible by 
any other means. It has enabled him to apply healing measures 
to correct a trouble before a sudden failure was the first warn- 
ing that anything was wrong. The electric knife has made 
bloodless surgery possible. The use of X ray in diagnosis, in 
setting bones, and in treating certain diseases is widespread. 
A recent development, called the "laminograph" can X-ray 
a given layer of tissue, without recording a picture of other 



Your New Servants: The Electronic "Watchmen" 131 

tissues. The electric probe is cutting from hours to mere min- 
utes the time of searching for imbedded bits of metal in battle 
wounds, and saving many lives. 

Perhaps the most outstanding recent electronic develop- 
ment, from the medical point of view, is the electron micro- 
scope. It is revealing to our scientists a world that was too 
minute for us to see, even with the aid of the finest optical 
microscope. The electron microscope will be the new hand- 
maiden of medicine penetrating the hitherto unknown se- 
crets of diseases we have not yet conquered, such as infantile 
paralysis and influenza. 

Some of the greatest developments which will safeguard 
health tomorrow will be preventive measures. Electronic 
controls will make possible germ-free air, to guard against 
disease; electronic devices will preserve food, guarding against 
contamination. Electronic irradiation of food will store more 
and more sunshine into what we eat. 

There are countless other ways in which electronic devices 
save time, man power, and materials in the world of industry. 
Under the urgency of our present need, these electronic de- 
vices are being used in ever-increasing quantities. After peace 
has come, we, as consumers, will reap the benefits of these 
speed-ups of production. 

The American standard of living has been raised to its high 
level by mass production, with its slogan of "better, faster, 
cheaper." Many of us can remember back far enough to 
compare the prices of the first automobiles, radios, and elec- 
tric refrigerators with those of today. Time was when only 
the town's richest man had any one of them, and when he got 
it the neighbors gathered to view his treasure. But the slogan 
of "better, faster, cheaper" has put them all within the reach 
of the average man. 



IX 



NEW TELEVISION AND RADIO 
SERVICES 

"How MUCH longer will television be 'just around the cor- 
ner'?" Many of us have been a little puzzled about the ex- 
tremely slow development of this field. As far as the layman 
is concerned, there seems to be no reason why television sets 
should not have been manufactured on just about the same 
scale as radio sets prior to America's entry into the war. 

A glance backward over the progress of radio will reveal 
one or two surprising facts about this, however. Radio was 
"just around the corner" in 1883 when Thomas Edison dis- 
covered that there was a one-way flow of electricity through 
the vacuum in an electric-light bulb. Radio seemed to draw 
nearer when in 1903 J. A. Fleming developed the diode, a 
two-element vacuum tube which could turn alternating cur- 
rent into direct current. Radio seemed to have turned the cor- 
ner when in 1907 Lee de Forest developed the triode, or 
three-element tube with the grid the very heart of radio. But 
when the first World War drew to a close in 1918 radio was 
still "just around the corner." Not until 1921 did station 
KDKA inaugurate broadcasting. Even then the situation 
seemed none too promising. 

Briefly, there was a lapse of more than forty years between 
the discovery of the factors that form the basis of radio trans- 
mission and the manufacture and sale of radio sets for gen- 
eral use by the public. To be sure, a long period of education 

132 



Neiv Television and Radio Services 133 

was essential; and this would not necessarily be the case with 
television. But there are certain fundamental differences be- 
tween radio transmission and reception and the transmission 
of television that alter the problem. 

In order to understand the problems of bringing television 
to the homes throughout the length and breadth of America, 
it is important to grasp the difference between transmission of 
the radio waves used to transmit sound radio today and the 
high-frequency waves which are used to transmit television. 
Radio waves at a frequency of from five hundred and fifty 
to fifteen hundred kilocycles can travel great distances because 
they are reflected back from the ionosphere, a layer of charged 
particles which encircles the earth. While the "ground waves" 
from a radio station might travel in a straight line from the 
transmitting antenna thirty or forty miles, these "sky waves" 
which are reflected may shoot out into space two hundred 
miles or more; strike the ionosphere; and be reflected back to 
earth several times, traveling halfway around the earth or 
even farther. 

But the waves at the frequencies used to transmit television 
are not reflected back to earth. They travel in a straight line, 
so that they can be sent only as far as one can see from the 
antenna which is transmitting them. Of course, the higher the 
antenna the farther the waves can be sent. But even from 
the highest antenna available today, television reception can- 
not be depended on farther away than an area fifty miles wide 
around the transmitting station. We know that the networks 
of sound-radio stations are hooked up by telephone lines. But 
telephone cables cannot transmit television in a satisfactory 
manner. The only type of cable which is satisfactory is a 
type called "coaxial," and the expense of laying but one co- 
axial cable across the continent would run into millions of 
dollars. 



134 Miracles Ahead! 

Television Service in England 

In England, where distances are not such a barrier to cov- 
erage of the country with television, there had been some very 
interesting developments up to the time of the present conflict. 

F. W. Camm 1 reports that the B.B.C. first incorporated 
television transmission in its programmes in August of 1932. 
Before that date the only programmes were those transmitted 
from the Baird Company's transmitting station at Long Acre, 
London. They passed by land-line to Savoy Hill (2 LO), and 
thence to Brookman's Park. Later a studio was specially set 
aside at Portland Place (Broadcasting House) for television 
programmes on the Baird System. 

Mr. Camm tells of another fascinating development of tel- 
evision, which is called "noctovision": 

"Another development of television is to be found in the 
utilization of the infra-red rays for the illumination of the 
subject being televised or transmitted. As is well known these 
rays are invisible, and they are already frequently employed 
in burglar alarms, etc. If, therefore, the object to be trans- 
mitted is placed in a darkened room, and is scanned by means 
of infra-red rays, the light variations would still be recorded 
by the photo-electric cells and the image could be transmitted, 
even though in complete darkness. This opens up possibilities 
of seeing by night and a use for television in times of war is 
thus produced." 

Television Prospects in America 

It is reasonable to expect that after the war we will see a 
sudden expansion of the manufacture of television sets. As 
James Stokley expressed it, "It is to be expected that the dis- 

1 Camm, F. W., Television Manual. New York, Chemical Publishing 
Company, 1943. 



New Television and Radio Services 135 

tribution of the television transmitters doubtless will follow 
the general pattern of population distribution in the United 
States. This population may be considered as centered prin- 
cipally in 96 metropolitan areas set up by the Bureau of the 
Census having 100,000 inhabitants or more. . . . 

"These 96 metropolitan districts are usually taken as the 
basis of marketing plans. Although they comprise only 1.2 
per cent of the land area of the United States, they contain 
45 per cent of its population. Assuming the maximum service 
area of a television transmitter to be 25 miles in radius, how- 
ever, we find that 96 such transmitters (one in each metro- 
politan district of the United States) would lay down an ade- 
quate signal over 6 per cent of the land area and more than 
50 per cent of the population. . . . 

"To choose an obvious example, New York is the first city 
of the United States to have regular television service intended 
for the public. The metropolitan district surrounding New 
York comprises 8.9 per cent of the nation's inhabitants, 63 per 
cent of the population of New York state, 72 per cent of 
New Jersey's inhabitants, and 9 per cent of Connecticut's. 
Chicago's metropolitan area includes 3.6 per cent of the popu- 
lation of the United States and 57 per cent of the population 
of the state of Illinois. 

"In the 1927 television days, one experimenter said, 'If we 
can tell a face from a fish, we think we're doing pretty well!' 

"Modern television, which is now being broadcast and re- 
ceived by a small number of sets from a handful of transmit- 
ters in a few cities, is a vast improvement, and is approxi- 
mately equal in quality to good home movies. In 1941 the 
U. S. Government finally authorized commercial operation 
of television stations, but the advent of the war, and the cessa- 
tion of the building of civilian radio receivers, halted the 
development which otherwise would then have come. How- 
ever, experimentation did not entirely cease; some continued 



136 Miracles Ahead! 

with war applications as the goal, so that after the peace tele- 
vision should be ready for a rapid enlargement, which will 
undoubtedly far surpass that of sound broadcasting in the 
post- World War I days." 

According to Mr. Stokley, televised moving pictures in 
America have successfully utilized the device known as the 
Schmidt camera. He says, "At the New York demonstration, 
the projector was sixty feet away from the screen, yet the 
picture, fifteen feet high and twenty feet wide, was almost as 
bright as an ordinary motion picture. Perhaps, in the future, 
with such a device, theatres will regularly show programs of 
events happening in other parts of the world, at the same time 
that they are occurring." 

The Actor Comes into His O e um 

Mr. Lenox R. Lohr gives a very interesting picture of the 
"behind the scenes" problem of broadcasting television drama, 
as compared with sound broadcasting and play production 
in a theater: 1 

"In first-class theatre productions, at least several weeks are 
allowed for rehearsals before the opening night, but the cost 
of television obliges a producer and actors to prepare a 30- or 
6o-min. performance for broadcasting in 5 to 20 hrs. of 
rehearsal. 

"Another requirement of television production makes it 
difficult for sound-radio actors to appear on programs. Tele- 
vision actors must learn lines by heart; and although radio 
actors are skilled in the subtle shading of words, they have 
not learned to coordinate words with action. By no rational 
process can we adapt the usual microphone technique to tele- 
vision, because in television, as on the stage, we must follow 

1 Lohr, Lenox Riley, Television Broadcasting. New York, McGraw-Hill 
Book Company, Inc., 1940. 



New Television and Radio Services 137 

Shakespeare's prescription and 'suit the action to the word.' 
Even actors trained for motion pictures find it necessary to 
adapt themselves to television. 

"In motion pictures, the action is shot scene by scene with 
convenient intermissions. The director rehearses his cast until 
he is satisfied with its performance. The actor need not mem- 
orize lines for more than one or two scenes at a time. After 
shooting a long succession of scenes, the final picture is assem- 
bled by editors in the cutting room. The actors themselves 
seldom realize the full scope of the action until they have seen 
the completed picture on a screen. 

"In television, the actor must know his lines verbatim 
before he steps up to the camera. There are no interruptions 
or pauses in a television performance. There are no retakes, 
such as may occur in motion pictures to achieve an improved 
performance. In television, if a mistake is made it must be 
'covered up' quickly and naturally. This requires considerable 
adroitness on the part of the actors. When the show is under 
way, the player is on his own, for better or for worse; and 
if he forgets his lines, he must improvise. In television, it is 
hard to prompt a stumbling actor. The producer sits in the 
control booth behind a plate glass window, and the only way 
he can reach an actor is through the studio manager with 
whom he is in telephonic communication. The actor must 
shoulder the responsibility of making a scene continuous. . . ." 

Mr. Lohr believes that one of the most significant fields of 
television broadcast will be in educational and news broad- 
casts: 

"Such material has contributed much to the success of sound 
radio, but introduction of long verbal dissertations soon tires 
the most patient listener. Television promises to offset this 
serious handicap to a large extent, because it broadcasts ani- 
mated pictures that illustrate ideas more rapidly and effec- 
tively than words. 



138 Miracles Ahead! 

"In attempting to illustrate radio news with pictures, we 
are prone to follow the technique developed by such news 
magazines as Life, The Illustrated London News, and UIllus- 
tration. . . . Pictorial news broadcasting may in time become 
one of television's most important public service functions. 
For here the program staff has at its disposal the means of 
depicting history exactly as it takes place. No matter if a 
news broadcast is unrehearsed and even if it appears amateur- 
ish, the ingredients of drama and interest are present to a 
large degree." 

In summarizing the probable future of television develop- 
ment in America, Mr. Lohr said: 

"The prices of the receivers were admittedly high. They 
ranged commonly from $175 to $700 in the early months; at 
the time of writing there seems to be a trend toward reduc- 
tion of them. A price of $125 to $250 is within range of many 
families whose income is less than $2,000 a year, but such 
families are reluctant to part with so substantial a sum unless 
there is reasonable assurance that the receiver will not become 
obsolete rapidly. 

"This question of the cost of receiving sets is the basic fac- 
tor in obtaining 'mass circulation' for the broadcaster. The 
necessarily high cost of the receiver the technical equivalent 
of about three first-class broadcast receivers can not be re- 
duced without painstaking effort. However, assembly-line 
methods, a supply of used receivers, and the effect of compe- 
tition in bringing down the cost of television sets may be 
counted on to make sets widely available in the not-too- 
distant future. The problem is, of course, to market the re- 
ceiver at a price within reach of a large number of buyers, 
to gauge the market accurately, and to keep factory capacity 
geared to the demand for receivers." 

Mr. Lohr takes a very levelheaded view of the possibilities 



New Television and Radio Services 139 

of rapid expansion of television, and his words of 1940 are 
equally applicable today: 

"Sales areas for television receivers must be governed en- 
tirely by the distribution of television transmitters. The lim- 
ited range of television transmitters also definitely limits the 
extent to which the entire country can be considered a tele- 
vision market." 

The Fighting Marts "Nerve Center" 

Today many peacetime industries have ceased to function. 
Not so the radio industry. Radios for civilian use are not 
being built. There are no new designs in cabinets coming out 
at the moment. But that is the only type of radio equipment 
which is not being built. The "engine" of the radio the 
chassis that is housed in the cabinet and all the parts which 
go to make up the "insides" are being built in quantities 
undreamed of before the war. 

For the nerve center of fighting equipment today is the 
radio, and the vast amount of radio equipment used by our 
armed forces is almost beyond comprehension. Every plane 
that rolls off the assembly line; every tank, every jeep; every 
battleship, cruiser, submarine, and PT boat each needs its 
radio equipment. The foot soldier has his "walkie-talkie" and 
the paratrooper his "jumpie-talkie." 

Even the rubber life rafts of the airplanes are now being 
equipped with radios. Sappers use radio devices to detect the 
presence of mines, so that fields can be cleared of those death- 
dealing machines before they can play havoc with our advanc- 
ing forces. There is a portable radio station which can be 
buried on a hostile shore and left unattended. For weeks on 
end it will faithfully transmit information about the weather, 
to help our forces plan a surprise landing at the right time. 



140 Miracles Ahead! 

Therefore, radio equipment though it is not being supplied 
for civilian use is being built for the Signal Corps, more than 
three times as much of it every month as was ever built in 
peacetimes! 

Indestructible Radios for the Armed Forces 

Not only is it being built in these tremendous quantities, 
but it is being built with a durability never demanded in 
peacetime equipment. 

The motto of the Signal Corps is "Get the message 
through!" Today our soldiers must get the message through 
with radio equipment and do it under conditions which 
would put a peacetime radio out of commission in ten min- 
utes. 

Suppose you dropped your radio into the bathtub on 
Thursday, left it there overnight, put it in the oven Friday 
morning and baked it, put it in the electric refrigerator on 
Saturday and turned the cold controls on so high that every- 
thing in the icebox became a brittle stick. And then, on Sun- 
day, suppose you took your radio for a ride in a jeep, and 
dashed madly through a town where "block busters" were 
exploding with force enough to shatter windows a mile away. 
As you jounced and jolted through the town, over shell holes 
that had been streets, would you expect to tune in your 
favorite symphony? Would you demand that every note be 
clear as a bell? 

But the Signal Corps must get the message through under 
conditions such as these. On battleships, when the "kick" of 
the huge guns is sufficient to shove the vessel sideways through 
the water as you'd shove a cake of soap in a washbowl, radio 
equipment of precision and delicacy must function all day 
and all night and the next day too. And it must not fail. 

On smaller craft, hurtling through the seas with mountains 



New Television and Radio Services 141 

of salt water crashing over their decks, radios must not fail. 

In Flying Fortresses, where a crew of men must function 
as one with split-second timing, communication among them 
must not fail. 

If your favorite radio serviceman were in Cuba instead of 
around the corner, you'd want the durability of Army radio 
equipment in your peacetime radio. You'd know that if your 
radio "went bad" you'd lose your favorite programs for too 
long a time. The radios of our soldiers often must operate far 
from the nearest serviceman. And if a soldier's radio goes bad 
it may cost his life. 

For the radio today is not only the nerve center of mili- 
tary strategy; it is the life line of safety. Many of the most 
brilliant developments of today are designed to save the lives 
of our men. 

Radio Safety Devices 

The blind-landing instruments have saved the lives of count- 
less flyers. A fighter plane, returning from a mission, speeds 
through the black night at five miles a minute. The pilot 
flicks a switch. A vertical hairline crosses a dial toward a cen- 
ter mark and passes that mark. Off course a bit. The pilot 
changes his course until the hairline is exactly on the center 
mark. He's on course now, heading for home. But how far 
away is he? That is a crucial question when you're covering 
five miles a minute. A light on his dashboard flashes. He has 
passed a marker beacon. Twenty miles to go. He cuts his 
speed. Another light flashes. Five miles. If there were a light 
on his landing field, he could see it. But there is no light. He 
hurtles into black nothingness. Suddenly a horizontal hairline 
appears on the dial and climbs toward center. He smiles. He's 
reached his "glide path" now. A little high he'd overshoot 
his mark. He brings the nose down a bit. The horizontal line 



142 Miracles Ahead! 

wavers, and then stops on the center mark of the dial. He's 
on his glide path now. Nothing to do but hold the plane there. 
Just as a child slides down a sliding board, the pilot glides 
down an invisible incline, made by a radio beam, and sets his 
plane down on the runway as smoothly as a motorist would 
drive into his familiar driveway in broad daylight. 

Today the total output of perfected blind-landing equip- 
ment may go to our military needs. But tomorrow such devel- 
opments will add to the safety of civilian flight. 

Today the absolute altimeter warns our fighter planes of 
just how high aboveground they are. Tomorrow civilian 
planes will be equipped with this lifesaving device, and colli- 
sions with mountains will be prevented. 

Today the radio detector, Radar, "sees" a submarine a hun- 
dred miles away, and directs the bomber on its course to sink 
the submarine. Tomorrow that same radio detector will enable 
a searching plane to find a disabled vessel or a lifeboat a hun- 
dred miles away, at night, and will direct the searchers to the 
spot. 

The exigencies of war have compelled the best brains of 
the radio and television fields to think faster, harder, more 
carefully, than ever before. Future developments in these 
fields will be based upon the phenomenal achievements of the 
past thirty months. 

A Word about Frequencies 

Since radio plays such a vital part today, and is destined to 
play even a greater part in our peacetime world of tomor- 
row, it behooves us all to have some idea of "just how radio 
works." Hence the following explanation is offered to explain 
it briefly, in its simplest terms. 

When we speak of sending music or pictures by electricity 
through wires or through space, we do not mean that the 



New Television and Radio Services 143 

actual sound or picture travels through the wires or through 
the air. Electric current travels through wires; radio waves 
travel through space. The sound or picture which is to be 
sent to some distant point by wire must first cause a varia- 
tion in electric current. It is this variation in electric current 
which is sent through the wire. Likewise, a sound or a pic- 
ture which is to travel by radio waves through space must 
cause a variation in those radio waves. It is this variation 
which travels through space. 

When we talk into a telephone, we make sound waves that 
travel through the air and vibrate against a metal disk, moving 
it. This vibrating disk, in turn, affects electric current, which 
varies in time with the vibrations of the disk. This varying 
electric current travels through the telephone lines. At the 
receiver on the other end of the line, the action is reversed. 
Here the electric current (which is varying in time with the 
disk against which we spoke) affects a second disk in the 
receiver and sets it in motion. This second disk, vibrating in 
time with the variations in the electric current (and conse- 
quently in time with the first disk), starts sound waves through 
the air. These sound waves which reach the ear of the listener 
are the exact repetition of the sound waves which made the 
first disk vibrate. 

The transmission of sound by radio is similar to the trans- 
mission of sound by telephone. First the sound waves vibrate 
against a microphone and set it in motion. This vibration of 
the microphone causes electric current to vary in time with 
the vibrations of the microphone. These variations in the elec- 
tric current are used to vary or "modulate" the steady alter- 
nating current which is alternating at the "frequency" on 
which that transmitting station broadcasts. Most of our sta- 
tions today use A.M., or "amplitude modulation," varying the 
"size" of the wave. The P.M. stations use "frequency modu- 
lation," varying the frequency of the wave. Whether A.M. 



144 Miracles Ahead! 

or F.M. is used, the "carrier" wave is transmitted from the 
antenna, varied or "modulated" in time with the variations of 
the microphone, just as the electric current in the telephone 
lines varies in time with the disk in the mouthpiece. 

At the "receiver" in our homes (just as at the receiver of 
a telephone) the process is reversed; the variations on the 
carrier waves (which are exactly "in time" with the vibra- 
tions of the microphone back in the studio) affect the cone 
of the loud-speaker on our radio receiver, and it vibrates in 
time with those original vibrations and sets up sound waves 
which repeat the original sound. 

Sending Pictures by Radio 

When a picture is sent by wire, again we have the steps of 
varying or modulating electric current in time with certain 
elements in the picture and, at the receiver end, of turning 
these variations into the picture again. When a picture is sent 
by radio, we vary or modulate the carrier wave at the trans- 
mitter in time with certain elements in the picture; at the 
receiver we "demodulate" the carrier wave, or take these vari- 
ations from it again and turn them back into the picture. 

To understand the principle of television, examine a pho- 
tograph in a newspaper through a reading glass. You'll note 
that the "picture" is made up of a series of dots. The coarser 
the dots, the less distinct the picture will be. The finer the 
dots, the clearer the picture will be. 

If you were going to send this picture by radio, you would 
"scan" the picture with a beam of electrons, beginning at the 
upper left corner, crossing the picture to the right side, mov- 
ing down one row of dots and crossing the picture again, and 
so on until you had "scanned" every row of dots from top to 
bottom. Now if the dots of the picture could cause electric 
current to vary, just as the vibrating disk of a microphone, 



New Television and Radio Services 145 

and you "modulated" a carrier wave with these variations, 
you could transmit the variations of dots in the picture just 
as you transmitted the variations of the sound. If your receiver 
contained a device which was in time with, or "synchronized" 
with, the back-and-f orth movement of the beam that scanned 
the picture, you could repeat the picture on a screen in your 
receiver, a dot at a time, just as it was picked up from the 
transmitter, a dot at a time. 

If you have read the chapter on electronics, you will recall 
the photocell a vacuum tube which contains a material 
that will emit electrons when light falls on it. The icono- 
scope, a tube that is used in television to transmit pictures, 
contains a screen made up of thousands of tiny photocells, 
each no larger than the dot in the photograph you looked at 
in the newspaper. The picture to be transmitted is focused 
on the screen, just as you focus a picture on the film in your 
camera. As the picture is focused on the screen, the tiny 
photocells emit electrons the number of electrons each cell 
emits depending on the brilliance of the light or the density of 
the shadow which is focused on it. The more electrons a cell 
emits, the more positive becomes its charge. 

We might compare the screen of cells at this point with a 
newspaper picture and say that these little cells, with the 
variations in positive charge that they have, are the electric 
black dots and white spaces of a newspaper picture. 

Then from an "electron gun" a stream of electrons scans 
the picture, a row at a time, and each little cell reacts in 
accordance with the amount of positive charge it now has. 
The variation of each cell is used to modulate the carrier 
wave which is transmitted from the television broadcasting 
station, just as the variations in electric current from the 
microphone vary the carrier wave for a sound broadcast. 

At the receiver another electron gun flashes back and forth 
across a screen which "fluoresces" or lights up in accordance 



146 Miracles Ahead! 

with the varying number of electrons which reach it. When 
the original variations on the carrier wave are fed to the elec- 
tron gun in the receiver mechanism, the number of electrons 
emitted from it varies "in time" with the variations in the 
reactions of the electric black dots and white spaces of the 
original picture, and the picture is repeated on the receiver 
screen, a dot at a time, just as it was picked up from the 
transmitter screen. 

Why do we see a complete picture and not a dot at a time? 
Because the electron gun scans the picture so rapidly, going 
from left to right and from top to bottom so fast, that it makes 
a complete picture in one-thirtieth of a second! 

Most of us are familiar with the principle of the motion 
picture. We have looked at a "strip" of film, seeing picture 
after picture with changes so slight that it is hard to detect 
these changes unless we look at quite a long strip of film. 
"Movies," as we know, are possible because the human eye 
cannot see fast enough to distinguish the different pictures 
when they are flashed on a screen at a speed of more than 
sixteen different pictures, or "frames," a second. Therefore 
we see, not different pictures, but a continuous flow of action. 

Television, too, flashes complete pictures, or "frames," on 
the screen of a receiver too fast for us to distinguish the dif- 
ferent pictures. It flashes thirty "frames" a second, although 
it must flash each frame a dot at a time! If the picture were 
four hundred dots high and five hundred dots wide, the beam 
of electrons scanning the picture would cause two hundred 
thousand variations in the electric current in scanning the 
picture once. In sending moving pictures by television, to 
send thirty complete frames a second the electronic beam 
would vary the current six million times a second! 

There we come to one great difference between television 
broadcasting and our everyday sound broadcasting. We do 



New Television and Radio Services 147 

our commercial broadcasting on a "band" of frequencies 950 
kilocycles wide from 550,000 to 1,500,000. Each station 
transmitting sound programs is assigned a fixed frequency 
somewhere within this band and is given a "side band" on 
each side of the fixed frequency, which is five thousand cycles 
wide or a band ten thousand wide in all. Our commercial 
sound broadcasting allows room for ninety-five such bands 
each ten kilocycles wide. But what can we do with a tele- 
vision "band" from four million to six million cycles wide? 
Our whole sound broadcasting range cannot accommodate 
one such station! To try to handle television on our com- 
mercial sound frequencies would have the general effect of 
trying to drive a ten-ton truck through a cottage door. 

These, then, are the problems and potentialities of the devel- 
opment of television tomorrow. The potentialities are truly 
miraculous. The problems are vast; they are the problems of 
handling the higher-frequency waves. Equipment must be 
engineered to handle them; coaxial cable must be provided to 
carry them. But the production of today is solving those prob- 
lems for us. High-frequency equipment is being designed and 
built in vast quantities, by mass-production methods. That 
production and the equipment to continue it will be ready to 
serve our peacetime needs tomorrow. Therefore the future of 
television is bright. 

What of F.M. frequency modulation? In two years it has 
had an astounding growth. Stations broadcasting with fre- 
quency modulation expanded from one station to forty-five 
stations, in that length of time. F.M. receivers half a million 
of them are in use today. And their delighted owners know 
a beauty and fidelity of reception, and a freedom from static, 
that A.M. receivers seldom approximate. Here, too, mass pro- 
duction of equipment engineered to work on the frequencies 
used in F.M. will be ready to serve us tomorrow. 



148 Miracles Ahead! 

So the most conservative engineer will admit that the future 
of radio is full of miracles. Tomorrow our "main" radio will 
probably be a combination set A.M., F.M., phonograph, and 
television screen. And mass production will quickly change it 
from a luxury of the few to a pleasure of the many. 



X 

CHEMISTRY MAGIC 

THE DISCOVERIES made in developing plastics during the past 
three years have increased this nation's potential wealth 
beyond any possible calculation. As early as 1940, industry 
had created plastic substances that were as thin as tissue, as 
fine as silk, as elastic as rubber, more transparent than glass, 
lighter than wood or aluminum, and tough enough to stop 
bullets. Far from being mere substitutes for critical materials, 
these plastics are proving as good or better than the materials 
they replaced. 

Plastics synthetic (man-made) materials that can be 
molded into permanent shapes have gone to war in a big 
way. John M. Wetherby of the Society of the Plastics Indus- 
try pointed out that prior to the outbreak of war the plastics 
industry had concerned itself mainly with the production of 
such everyday things as electrical appliances, radios, parts for 
automobiles, decorative buttons, and hundreds of similar 
items designed for eye appeal and general civilian well-being. 

Yet when the armed forces outlined their needs, plastics 
were quickly put to work to replace both scarce metal and 
rubber in war equipment. Plastics are used for pistol grips 
and bayonet handles. This material will stand cold of 40 
degrees below zero without cracking and heat of 170 degrees 
above zero without softening or blistering. Plastic linings also 
are used in combat helmets, and for goggles to protect a sol- 
dier's eyes against the glare of desert sands or Arctic snows. 

"While all the present uses of plastics cannot be detailed, 
for obvious reasons," states Mr. Wetherby, "some idea of the 

149 



150 Miracles Ahead! 

part which they are playing in our war effort may be gleaned 
from the fact that each of our new battleships incorporates 
well over 1,000 different plastic applications. The wide use of 
these materials in our aircraft is already pretty generally rec- 
ognized, ranging all the way from the plastic bomber nose of 
high optical and aerodynamic qualities to the plastic bonded 
plywood fuselages and wings used on glider, trainer and 
freight-carrying planes. Today more than 200 different air- 
craft parts are being made from plastics and more are under 
development." 

He added that plastics not only were proving desirable alter- 
natives for scarce metals where great strength and toughness 
is required but also were being used to advantage in applica- 
tions formerly associated with rubber, wood, and glass. 
Growing military demands have greatly reduced the supply 
of certain plastics for civilian use. One of the most critical of 
the plastic materials is jewel-like methyl methacrylate, which 
is probably best known for its application in bomber noses, 
navigator domes, and cockpit enclosures. Mr. Wetherby said 
production of this plastic has been stepped up, but it is doubt- 
ful whether the civilian will get much of it until the war 
is over. 

A lot of other materials formerly used by civilians have dis- 
appeared faster than a person can say methyl methacrylate. 
But the new alloys, plastics, and chemicals that are giving the 
United States the world's greatest fighting machine will make 
this nation a better place to live in when the Axis has been 
put out of business. 

"Chemicals are essential raw materials," explains Dr. Emil 
Ott, research director of the Hercules Powder Company. 
"Today we use them in planes, tanks, ammunition, and to 
relieve war shortages. This war research is providing a vast 
storehouse of basic knowledge. Tomorrow we will use what 
we are learning about these essential chemicals for civilian 



Chemistry Magic 151 

planes, automobiles, houses, food, machines, clothing, cos- 
metics and thousands of other every day articles." 

Precious Synthetic Rubber 

The dozens of products now being made by our huge syn- 
thetic-rubber industry should perhaps be called "soft plastics," 
according to Gerald Wendt, science editor of Time maga- 
zine. Natural rubber, he adds, is but one of the soft plastics, 
as natural rosin and amber belong among the hard plastics. 
"Whether natural rubber will occupy a larger place among 
them than amber and rosin do among the miraculous, tailor- 
made, hard plastics will appear within the next decade," he 
concluded. 

In June, 1943, Rubber Director William M. JefTers prom- 
ised that synthetic-rubber plants would produce 250,000 to 
275,000 tons of rubber in 1943. He added that by the first 
quarter of 1944 production at an estimated rate of 850,000 
tons a year, far in excess of imports of crude rubber, will be 
reached. The crude-rubber production of the world amounted 
to a million tons yearly, but our chemists will produce almost 
that much in less than two years. 

Chemists will get more rubber from 40 acres of factory 

space than rubber growers could get from 50,000 acres of 

plantation. One synthetic-rubber plant with a rated capacity 

of 90,000 long tons of rubber a year will match the output of 

a 270,000 acre plantation. Such a plantation would have more 

than 24,000,000 trees and need at least 90,000 workers. It 

would cost about $80,000,000 to bring such a plantation into 

production. The one synthetic-rubber plant used in this 

example cost $56,000,000 and is operated by only 1,250 men. 

The general-purpose synthetic Buna S was selected for the 

greater part of the nation's synthetic-rubber program. "It isn't 

rubber," said H. B. Pushee, chief chemist of General Tire & 



152 Miracles Ahead! 

Rubber Co., "but it's the best substitute we have." Others 
agree that Buna S is the synthetic most similar to natural rub- 
ber in processing and performance characteristics. It may be 
vulcanized with sulphur and rubber accelerators and cured to 
hard rubber. Its resistance to atmospheric deterioration is 
slightly higher than that of natural rubber. Buna S has been 
found satisfactory for use in passenger tires, without the addi- 
tion of natural rubber. Although coarser and rougher than 
natural rubber, Buna S has no offensive odor (only a faint 
tarry odor). When the first Buna S tires hit the market in 
1944 the motorist will be unable to tell the difference between 
them and the prewar natural-rubber tires. 

On heavy-duty tires Buna S must be mixed with natural 
rubber to get best results. Thirty per cent of natural rubber 
is used for heavy-duty treads and carcasses and about 10 per 
cent for the tire tubes. 

How Synthetic Rubber Is Made 

The word "buna" was first used in Germany "bu" stand- 
ing for butadiene and "na" coming from natrium, the classi- 
cal name of sodium. The letter S stands for styrene. Buna S 
is a copolymer produced by the polymerization of approxi- 
mately three parts of butadiene with one part of styrene. Let 
us start at the beginning and translate that sentence into non- 
technical terms if possible. 

A monomer is a material composed of molecules corre- 
sponding to the individual units of a polymer. 

A polymer is a giant molecule formed when hundreds of 
thousands of the original molecules of the material have been 
linked up together end to end like boxcars in a train. This 
linking together, or polymerization, gives a rubberlike mate- 
rial its bounce, elasticity, and resiliency. Natural rubber is a 
polymer of a single material called isoprene, but most syn- 



Chemistry Magic 153 

thetic rubbers are copolymers of two or more ingredients 
mixed in such proportions as to give them rubberlike charac- 
teristics. Thus a copolymer is a giant molecule formed when 
two or more unlike monomers are polymerized together. 
Chemists explain that, if a polymer is like a long train of box- 
cars, a copolymer is mixed freight boxcars and tank cars 
alternating in any proportion, such as three boxcars and one 
tank car (which is the case of butadiene and styrene in 
Buna S). 

Buna S is called GR-S by officials; the "GR" means simply 
"Government Rubber." Here is how it is made. Butadiene, a 
complex gas composed of hydrogen and carbon (obtained 
from petroleum or alcohol from molasses, corn, or other 
grains), is mixed with styrene (from coal tar or from petro- 
leum) in a solution of soapy water. They form a milky liquid 
latex, similar to that of natural rubber. With heat and the 
addition of a catalyst (an agent that speeds a chemical reac- 
tion without being affected itself) the minute droplets are 
stirred until they change into solid rubberlike particles of 
Buna S (GR-S). The particles (flox or crumbs) of synthetic 
rubber rise to the surface of the solution and are screened 
off. Then they are washed, the excess water is pressed out, and 
the material is dried and pressed in seventy-five-pound bales. 

Bless John Barleycorn 

There was considerable controversy in 1942 over whether 
petroleum or alcohol from agricultural products was best for 
the production of butadiene in the Buna S program. As the 
program got under way, alcohol proved to be the quickest 
way to get the synthetic rubber because there were plenty of 
stills, mostly whiskey, ready to produce it, while the petro- 
leum industry had to build special equipment. Chemists agree, 
however, that petroleum alcohol in the long run will prove to 



154 Miracles Ahead! 

be better than grain-made alcohol for the production of 
butadiene. Alcohol made in oil refineries will cost much less 
than that from grain. 

Buna S is being produced in several plants operated for the 
government by the United States Rubber Company, Fire- 
stone, Goodrich, and Goodyear. Here are some of the syn- 
thetic rubbers that have important places in our program: 1 

Buna N type, copolymers of butadiene and acrylonitrile. 
They include the following: Perbunan (Standard Oil Com- 
pany of New Jersey and Firestone Tire & Rubber Company) ; 
Hycar (Hycar Chemical Company, owned by Phillips Petro- 
leum Company and B. F. Goodrich Company); Chemigum 
(Goodyear Tire and Rubber Company); Thiokol RD (Thi- 
okol Corporation, associated with Dow Chemical Company). 

The Buna NTs are similar to rubber in being vulcanized 
with sulphur and rubber accelerators, and may be cured to 
hard rubber; but in some operations they are harder to handle 
than natural rubber. They are used principally in oil and 
gasoline hose, tank linings, packings, gaskets, printers' blan- 
kets, and other products where resistance to oil is important 
(such as oil-resistant soles and heels). 

Neoprene, a polymer of chloroprene. It was introduced by 
the Du Pont Company in 1932 under the name Duprene and 
proved to be the first commercially successful synthetic rub- 
ber. It is a good general-purpose rubber with good resistance 
to chemicals and oil and excellent resistance to heat, air, and 
light better, in fact, than any other rubber. It is harder to 
handle, however, than natural rubber or the Bunas in cer- 
tain operations. Neoprene is used for truck and bus tires, inner 
tubes, footwear, shoe soles, sheet goods, and many other indus- 
trial and general purposes. 

1 On November 9, 1943, the United States Rubber Company announced 
the development of uskol, the sixth major type of synthetic rubber to be 
discovered. It has great resistance to oils, fuels, solvents and other penetrat- 
ing chemicals. 



Chemistry Magic 155 

"Bathtub" Rubber 

Butyl rubber, a copolymer of isobutylene and small amounts 
of other unsaturated hydrocarbons such as butadiene or iso- 
prene. Flexon, a modification of this type, is called "bathtub 
butyl" because it can be made with comparatively simple 
equipment. Butyl is spoken of as "an ace in the hole" in our 
synthetic program, and could be produced at low cost quickly 
from abundant materials to replace natural rubber in many 
applications. Standard Oil of New Jersey controls the proc- 
ess. Butyl's general resistance to deterioration is good, but its 
physical properties are lower than those of natural rubber. 
It may be used to advantage in applications where resistance 
to chemicals and oxidation (it is one of the few materials 
resistant to the poison gas lewisite) are more important fac- 
tors than tensile strength and elasticity. 

Thiokols of types A, B, and FA, made from ethylene di- 
chloride and sodium tetrasulfide or from dichloroethyl ether 
and sodium tetrasulfide or from modifications and combina- 
tions of the two. They were developed by the Thiokol Cor- 
poration and are now being manufactured by the Dow Chem- 
ical Company for the Thiokol Corporation, which handles the 
sale. (Thiokol RD, a Buna N synthetic rubber, must not be 
confused with this group of Thiokols.) The Thiokols have 
better resistance to aromatic hydrocarbons (such as benzene, 
naphthalene, and toluene, which cause rubber to swell and 
deteriorate) than natural rubber or other synthetic rubbers. 
They do not, however, have as high physical properties as the 
other synthetics. Where resistance to deterioration is more 
important than resilience, tensile strength, resistance to abra- 
sion, and extremes of temperature, as in certain industrial uses, 
the Thiokols have been successfully substituted for natural 
rubber. 



1 56 Miracles Ahead! 

Synthetic Rubber Is Here to Stay 

Will synthetic rubber drive out and take the place of nat- 
ural rubber when we have won back the Far Eastern planta- 
tions from the Japanese? If the war should end at an early 
date, natural rubber probably would return to its former posi- 
tion, since synthetic rubber will not be sufficiently developed 
by that time. A longer war might permit the development of 
synthetic rubber to a point where it could compete success- 
fully. And in case of a very long war the synthetic material 
would be improved to a point where it would be better and 
cheaper than natural rubber. 

Chemists say that Buna S now costs less than thirty cents 
per pound and they expect to cut this to ten or fifteen cents 
in a few years, as compared with the ten-year average of 
twelve and four-fifths cents a pound for natural rubber in the 
New York market from 1931 through 1940. They expect the 
synthetic's greater resistance to acids, oil, sunlight, and other 
corrosive agencies to win it a big market regardless of what 
happens to natural-rubber prices. 

Untapped Resources in Natural Rubber 

"What, then, of the Far Eastern plantations?" asks the New 
York Times. "Will natural rubber go the way of natural 
indigo? Salvation lies in research. Though natural rubber is 
modified for a thousand different uses, it remains essentially 
the same. Suppose that the milk of the tree were chemically 
treated as, for instance, coal is treated for the extraction of 
chemical values. New life would be breathed into an industry 
on which millions depend for a living. Homologues of rub- 
ber could probably be devised which would be just as good 
and cheap as the synthetic varieties. Compounds could be 



Chemistry Magic 157 

won which would compete with those of the coal-tar 
industry. In a word, the history of petroleum would be 
repeated." 

An Exploit of the Century 

Dr. Charles M. A. Stine, vice-president of E. I. du Pont de 
Nemours and Company, promises that "the newest and most 
versatile of plastics will be available after this war on a scale 
beyond all previous conceptions. The high-pressure synthesis 
of ammonia, one of the major chemical exploits of the cen- 
tury," he asserted, "will have taken on an industrial status 
that, in terms of new producing capacity, may be comparable 
to the discovery of a sixth continent. 

"The amount of fertilizer chemicals that this new capacity 
will be able to supply farmers will be so large that the trends 
of agriculture might be changed. 

"And these are," he continued, "but one group of a hun- 
dred or more products stemming from this high-pressure 
synthesis, which utilizes air, coal and water as its building 
blocks. We will have glass that is unbreakable and glass that 
will float, wood that won't burn and laminations of plastics 
and wood that will compete with structural metals. 

"Hosiery derived from air, water and coal, a wonder of 
prewar days, is but the forerunner of many innovations from 
the same source, ranging from shoes that contain no leather 
and window screens that contain no wire to machinery bear- 
ings that contain no metal. 

"Today we produce to destroy, but tomorrow we will pro- 
duce to build. Give us a victorious peace and the freedom of 
enterprise it should guarantee, and our progress will be un- 
precedented. Let our swords be mighty and mighty indeed 
will be our plowshares," he concluded. 



158 Miracles Ahead! 

Fabulous New Wealth 

Chemistry has ninety-two basic elements to work with in 
making the thousands of useful articles in the world today. 
Of the ninety-two elements twelve alone make up more than 
99 per cent of the known parts of the earth the atmosphere, 
the earth's crust, and the ocean. Oxygen and silicon, which 
occur mainly as silica or silicon dioxide in sand and quartz, 
are by far the most widely distributed. They form together 
about three-quarters of the materials of the earth's surface. 
Aluminum is the most common metal, occurring in granite 
(feldspar) and in clay. Carbon, which is the chief element in 
substances associated with living things, forms less than .02 
per cent of the material of the earth's crust. 

The Great Compounds 

Analysis of certain compounds such as cellulose (C 6 H 10 
O 5 ), the chief organic compound in wood pulp and cotton; 
ethyl alcohol (C 2 H 5 OH), the active principle in intoxicat- 
ing liquors; eugenol (C 10 H 12 O 2 ), which gives cloves their 
taste and odor; and vinegar, which is dilute acetic acid (CH 3 
CO-OH) establishes this important fact: all are composed 
of just three elements carbon, hydrogen, and oxygen but 
a complicated arrangement of the atoms of these elements 
into molecules produces the different compounds above. 

There are hundreds of such compounds. In fact, the com- 
pounds of carbon total anywhere from 225,000 to 500,000, 
while the known compounds of all elements other than car- 
bon amount to no more than twenty-six thousand. Organic 
chemistry, the study of the compounds of carbon, touches 
every phase of our modern civilization. The cell, which is 
the unit of all living matter, is made up of compounds of car- 
bon. Our food, textiles for clothing, wood for furniture and 



Chemistry Magic 159 

buildings, paper, gasoline for our automobiles, and thousands 
of other materials such as dyes, medicines, drugs, perfumes, 
soaps, rubber, and explosives are all carbon compounds. 

The Super-super By-Product: Coal Tar 

For many years man has sought to take nature's products 
coal, water, wood, cotton, petroleum apart and then put 
them together again to effect a chemical synthesis. Nature her- 
self is tops in the field of chemical synthesis. For instance, the 
changing of mulberry leaves, by a worm, into silk and the 
formation of sugar, vegetable oils, and cotton fibers from 
water, air, and sunshine. 

When bituminous coal is heated in an enclosed vessel, it 
gives off gases and leaves coke (used in steelmaking) as a 
residue. Coal tar also is left in the tubes and containers. At 
first, its appearance was considered a nuisance and chemists 
were put to work to get rid of it. Coal tar is now the basis of 
the great chemical industries of dyes, modern explosives, dis- 
infectants, synthetic perfumes, drugs, and synthetic resins. 

The study of coal-tar derivatives progressed rapidly after 
the eighteen-year-old William Perkin produced the first coal- 
tar dye, mauve, in 1856. Till then the dyeing of all textiles had 
been carried out with plant juices like madder or indigo and 
with animal excretions like the ancient Tyrian purple, pro- 
duced by a snail-like Mediterranean shellfish. In 1868 two 
German chemists synthesized alizarin (turkey red), the col- 
oring matter of the madder plant from anthracene, and soon 
ruined France's madder industry. The synthesis of indigo and 
Tyrian purple followed in later years. 

While work on the aniline colors continued, other chem- 
ists established the make-up of the simpler active constituents 
of medicinal herbs and made similar drugs from coal tars. 
Among them were salicylic acid for treating rheumatism, 



160 Miracles Ahead! 

aspirin, phenacetin, and sleep inducers like sulphonal and 
veronal. The antiseptic properties of coal tar speeded up the 
search for new antiseptics, of which crude phenol, carbolic 
acid, was one of the first introduced, to be followed in recent 
years by the amazingly effective sulfa drugs. Their use on 
burns at Pearl Harbor against streptococcus infections and 
against pneumonia and other diseases has already saved an 
incalculable number of lives. Atabrin, vital substitute for 
quinine, which is used by our fighting men in the tropics to 
combat deadly malaria, is another coal-tar derivative. Improved 
anesthetics also have been made from coal-tar chemicals. 

A Ton of Coal 

Every ton of coal coked in a by-product oven produces, on 
an average, 0.7 ton of coke, 0.06 ton of screenings, 10,500 to 
11,500 cubic feet of gas, 12 gallons of tar, 26 pounds of 
sulphate of ammonia, 1.75 gallons of benzol, 0.55 gallons of 
toluol, 0.24 gallons of xylol, and 0.5 pound of crude naphtha- 
lene. These basic products can be broken down into the con- 
stituents of explosives, plastics of many types, solvents, food 
preservatives, insecticides, fertilizers, lacquers, "soapless soaps," 
and countless other things vital to the war effort now and of 
great utility in the future. 

Toluol is considered to be the most important product 
recovered from coal. It is widely used during peacetime in 
the manufacture of rubber cement, wood stains, paints, paint 
and varnish remover, as a substitute for turpentine, and spe- 
cial inks. Today most of the toluol is being converted into 
TNT. Methanol, derived in part from coal, is a necessary raw 
material for the manufacture of certain explosives, and aniline, 
also obtainable from coal, is needed to make the tetryl used 
as a "booster" in high-explosive shells. 

From benzol comes phenol which is used with air and 



Chemistry Magic 161 

water to manufacture nylon, having a higher combined 
strength and elasticity than any natural fiber. Great quantities 
are used for parachutes and canopy cloth, shroud lines, and 
belting for parachutes. Tough, durable paintbrush bristles, 
and bristles for essential industrial and toilet brushes, now 
come from coal, air, and water instead of from the back of a 
Far Eastern hog. 

A large portion of benzol will be used in the production 
of styrene, which polymerizes with butadiene (from petro- 
leum) to make synthetic rubber. Coal derivatives also are 
combined with limestone and salt to produce neoprene, the 
first general-purpose synthetic rubber made in this country. 

Ammonia, recovered from the by-products during normal 
times, is used largely in the production of ammonia sulphate 
for use in ready-made fertilizers. Ammonia, as concentrated 
ammonia liquor, is used to make refrigerating gas and in aqua 
ammonia for cleaning. It is employed in the manufacture of a 
large number of ammonium salts, such as ammonium chloride 
and ammonium nitrate. The heavy use of ammonium nitrate 
for explosives has sharply curtailed the production of this fer- 
tilizer at present. 

Another coal-tar derivative, familiar to us as moth balls, is 
naphthalene. This can be converted into beta naphthol, the 
base for many dyes that are used for the dyeing of cloth for 
uniforms, the coloring of paints in camouflage, and the pro- 
duction of synthetic rubber. 

Oil, the Chemist's Proxy for Coal 

All these substances, and many others, do not exist, declares 
Lancelot Hogben in Science for the Citizen, 1 because coal tar 
itself has unique or miraculous resources. "The reason why 

1 Hogben, Lancelot, Science for the Citizen. New York, Alfred A. Knopf, 
1938. London, Allen & Unwin, Ltd. 



1 62 Miracles Ahead! 

we can put coal tar to so many uses is that when we know 
how the organic molecule is built up, we can generally make 
it from the disintegration products of any organic material." 

Petroleum, like coal, consists of stores of dead organic mate- 
rial produced millions of years ago by the energy from the 
sun. Therefore, by taking the hydrocarbons of which petro- 
leum is composed, and which are the building blocks of all 
organic matter, and rearranging them, the chemist can create 
an amazing array of useful materials. At one time the oil 
refinery produced chiefly lubricants, kerosene, gasoline, 
naphtha waxes, and fuel oil. Today the refinery is a chemical 
plant that hooks together giant chains of hydrocarbon mole- 
cules to produce "tailor-made" high-octane gasoline for com- 
bat planes, and also turns out products that closely resemble 
common natural substances such as wood, leather, or rubber. 

Toluol until very recent years was a by-product of coal. 
Now it is a petroleum product. Butadiene and other bases for 
synthetic rubber are being turned out in increasing quanti- 
ties. The Union Carbide and Carbon Corporation led the way 
in taking refinery gases, which once were wasted or reburned 
as fuel, and synthesizing many chemicals such as acetylene, 
which is used as the base for neoprene synthetic rubber, as 
well as for welding metals; sulphuric acid, which has hun- 
dreds of uses as an industrial chemical; ethylene dichloride for 
vitamins, antiknock fluid, plastics, and insecticides; ethylene 
glycol for dynamite and antifreeze aircraft-engine coolant; 
acetone for rayon, photo film, and solvents; and formalde- 
hyde, chloroform, ether, and many other chemicals used in 
solvents, dyes, plastics, finishes, and lifesaving drugs. 

The Plastics 

Research in cellulose plastics by the Bell Telephone Labo- 
ratories reveals many interesting properties of these curious 



Chemistry Magic 163 

materials. The molecules in plastics can be arranged in such an 
orderly fashion that the material will be crystal-clear, or they 
can be in disorder. It appears that when the molecules are in 
the maximum of disorder the materials tend to be soft and 
flexible. When the molecules are arranged in "military forma- 
tion" the materials are hardest and strongest, but sometimes 
brittle. For instance, there are the disorderly molecules of gum 
rubber and the almost perfectly ordered molecules of sugar 
and ice, which are brittle. A balance between these two ex- 
tremes gives the chemist materials of desired strength and 
toughness. 

The oldest plastic is cellulose nitrate, first made by treating 
cotton with nitric acid. With camphor it made the inflam- 
mable celluloid which was molded into combs, toothbrush 
handles, wooden frames, and film. With alcohol it goes into 
finishes that revolutionized the painting of automobiles around 
twenty years ago. 

Another one, cellulose acetate, is made by dosing cellulose 
with acetic acid and acetic anhydride. Like cellulose nitrate, 
it is thermoplastic will soften up each time it is reheated to 
a certain temperature. These plastics are tough, easily curved, 
and more transparent than glass. 



The Hard Resilient Plastics 

The best-known plastics are the phenolic resins, including 
bakelite, and the urea formaldehydes, which are much used 
in bonding plywood. The phenolic resins are made by 
combining phenol, from coal, and formaldehyde. They are 
thermosetting when hardened they stay hard forever more. 
They will resist solvents and other chemicals, and are used in 
gears that will outwear steel. 

The urea resins, also thermosetting, are made by compound- 
ing a nitrogen product, urea (principal organic constituent of 



164 Miracles Ahead! 

human urine), with formaldehyde. Until the German chem- 
ist Wohler prepared urea without the aid "of man, dog or kid- 
ney," it was believed that organic compounds could be made 
only with the aid of a mysterious force present in the living 
plant or animal organism; thus the distinction between car- 
bon (organic) and mineral (inorganic) chemistry. After 
Wohler synthesized urea from inorganic sources, the term 
"organic chemistry" came to mean simply the chemistry of 
the carbon compounds. 

The acrylate resins are made from various derivatives of 
acrylic acid, and are used not only in place of glass in air- 
planes but as dental material (methyl methacrylate is said to 
be used in 90 per cent of the dental plates made in this coun- 
try). Since the acrylate resins, such as Lucite, have the odd 
property of making light go around corners, they are used as 
surgical and dental illuminating instruments. Their use for 
a host of household articles is out till after the war. 

The alkyd resins, which are made by putting glycerin 
together with organic acids, go mostly into paint, lacquer, and 
varnish and into printing inks. The vinyl resins, from coke 
and limestone, are weather-resisting materials of high quality. 
Polyvinyl butral was formerly used as the plastic interlayer 
in safety glass for automobiles, and now forms the coating 
for Army raincoats, hospital sheeting, drinking-water bags, 
and other war products. It is replacing tons of vital rubber. 

Plastics from the Ocean 

By combining chlorine, obtained from ocean-water brines, 
with carbon and hydrogen atoms from petroleum, the Dow 
Chemical Company has produced an excellent plastic mate- 
rial known to chemists as vinylidene chloride and to you as 
Saran. It makes a thermoplastic pipe of great toughness, dura- 
bility, and resistance to abrasion and corrosion. Saran will 



Chemistry Magic 165 

give good service to chemical processing plants; to oil, gas, 
and water companies; and to innumerable general industries. 
Of great importance is the fact that Saran pipe can be welded 
in less than one minute. A workman merely places the pieces 
to be welded on a hot plate heated to 350 to 400 degrees 
Fahrenheit. When the ends get sticky he places the pieces 
together and allows them to cool for ten seconds. After 
twenty-four hours the joint strength is greater than that of 
the pipe itself! Cheaper, better plumbing should be available 
in the future because of this plastic pipe. 

The high-polymer plastics like Saran vary in physical form 
from clear, hard, transparent glasses like polystyrene to soft, 
elastic, film-forming materials and rubberlike products that 
can be vulcanized. Polybutene, produced by Standard Oil 
chemists from by-product gases of oil cracking, is used in 
place of crepe rubber in coatings and adhesives. Most of these 
plastic materials lack the bounce and elasticity of natural rub- 
ber or neoprene, but they are taking over many jobs in the 
industrial and military field. 

The Monsanto Chemical Company produced a plastic to 
replace the rubber tires on industrial hand trucks and other 
wheeled equipment. Scientists then made the mistake of try- 
ing to test the plastic. They put it on steel testing equipment 
to see how it compared with rubber. Before the plastic treads 
showed any wear, the testing equipment gave out. 

Replacing Light Metals 

Tenite, a plastic made from cellulose acetate by the Ten- 
nessee Eastman Corporation, can be extruded like toothpaste 
from a tube, and then dries into a hard, wear-resisting mate- 
rial. It is replacing light metals in furniture and wall trim. 
Cellophane, also from cellulose, is used for containers which 
replace metal cans. 



1 66 Miracles Ahead! 

Plastic Bearings 

Scores of plastics have set records for toughness and ver- 
satility as "pinch hitters" for metal. Westinghouse has a lami- 
nated plastic, Micarta, which is used for the bearings of 
propeller shafts. A fifty-pound Micarta roll neck on a giant 
rotating roll supports a million-pound load. One airplane 
engine company saves one hundred thousand pounds of alu- 
minum a month by substituting phenolic-plastic engine parts. 
These parts can be molded in one operation, instead of the 
five steps it took to make them from aluminum. A tough 
ethyl-cellulose plastic is used in making dies, jigs, and form- 
ing blocks for the fabrication of plane parts, thereby replacing 
scarce metals and speeding up production. It should be inval- 
uable in making low-cost fight planes. Three parts of the sixty- 
millimeter trench-mortar fuse are made of thermosetting plas- 
tic, which saves a pound of aluminum for each projectile. 

Achieving the Impossible 

"If you don't see what you want, ask for it," says the clerk 
in the secondhand store. 

The chemical industry has given this sales talk a newer and 
better twist: "If you don't see what you want, ask for it. If 
we don't have it, we'll make it for you." 

Since December 7, 1941, our armed forces have been ask- 
ing for a lot of things, and the chemical industry has deliv- 
ered the goods ahead of schedule. 

It has worked overtime increasing the production of high- 
octane gasoline for planes; synthetic rubber for the wheels of 
our mechanized forces; TNT for bombs; chemicals for pro- 
tective coatings for military equipment; oils and fatty acids 
for lubrication and coatings; coal-tar derivatives, such as sulfa 
drugs, for medicinal purposes; dehydrated, compressed foods 



Chemistry Magic 167 

for soldiers' rations; longer- wearing, waterproof clothing 
for our fighting men; and literally thousands of other 
items. 

Melamine resins, among the newest plastic material, are 
approved for buttons on military uniforms, and also are the 
basis for a new paper treatment that gives tremendous strength 
to paper so that it can be used for sandbags, tents, food pack- 
aging, and even clothing. 

Small wonder that plastics have in short order attained the 
dignity of strategic or essential materials widely used in Army 
and Navy ordnance and aircraft; in articles for the Quarter- 
master, Chemical Warfare, Signal, Engineering, and Medical 
Corps; in Maritime Commission and Office of Civilian Defense 
articles, as well as in many industrial processes. 

Winning Chemical Leadership from Germany 

We can be thankful that our chemical industry of 1941 was 
much better prepared for war than it was when the first 
World War came along. When that conflict started in 1914 
only five hundred and twenty-eight workers were employed 
in the production of coal-tar chemicals, dyes, drugs, etc. We 
were importing more than 90 per cent of our dyes from 
abroad, mainly from Germany. Nor did we have a single 
plant for extracting nitrogen from the air and transforming 
it into the chemicals so vital in war (every shot from a sixteen- 
inch gun requires more than one hundred pounds of this gas), 
to agriculture, and to industry in general. We depended on 
Chile for natural nitrates used in fertilizers and explosives. 
In most scientific fields we looked to Europe for materials and 
leadership. 

Our chemical industry struggled successfully to gain inde- 
pendence from foreign products during the first World War, 
and during the intervening years of peace it grew powerful. 



1 68 Miracles Ahead! 

American chemists took from Germany her leadership in 
coal-tar dyes and other chemicals. They captured nitrogen 
from the air and transformed it into compounds suitable for 
military, agricultural, and industrial uses. We still import some 
nitrates from Chile, but we no longer are dependent on for- 
eign sources of supply for this critical material. 

Breaking the Japanese Camphor Monopoly 

For years we depended on natural gum from the Formosan 
camphor tree, of which Japan had a monopoly, for vital cam- 
phor used in medicines, photographic film, plastics, explosives, 
and many other products. Then our chemists produced syn- 
thetic camphor from Southern turpentine, broke the monop- 
oly, and gave us a limitless supply of camphor at one-eighth 
the price Japan had wanted for it a few years before. 

Creating New Wealth in Agriculture 

Scores of foods developed for military use dehydrated, 
compressed vegetables, meats, and other products will un- 
doubtedly prove popular after the war. Chemistry also is pre- 
pared to help the farmer by using more of his products for 
industrial purposes. Cellulose, from wood and cotton, and 
furfural, from waste farm products like oat hulls, corncobs, 
and rice hulls are being used in plastics. The Ford Motor 
Company uses soybeans to make textile fibers for upholstery 
and has developed an all-plastic car body from soybeans and 
other farm products. 

Our neighbor Brazil, with a five-million-bag coffee surplus, 
is cooperating with a New York firm in the fabrication of 
plastics from cafelite, a brown molding powder from coffee 
beans. Cafelite is something like bakelite and lends itself to a 
variety of uses. It is made wholly from coffee beans, and in 



Chemistry Magic 169 

the process coffee oil, caffein, and several chemical specialties 
are recovered. 



Synthetic Textiles 

Rayon and nylon are the pioneers of a great number of 
synthetic textiles which will compete strongly with natural 
fibers in coming years. Your clothes will be made from coal, 
air, and water, and from peanuts, soybeans, tree bark, milk, 
and wood chips. And these chemically treated clothes will 
be Greaseproof, waterproof, fireproof, verminproof, and even 
stainproof. Farewell to moths and cleaning bills! 

Rayon, which now is synthesized from cellulose in cotton 
and wood pulp and may soon be made from corn or milk- 
weed stalks, is the oldest of the artificial fibers. It looks and 
feels more like silk than silk itself, but can be fabricated into 
tire cord or parachute shroud lines of superior strength. 
Rayon fibers now are used in heavy-duty tires, self -sealing 
gasoline tanks, and many other war products. In addition, the 
diversion of the remaining silk stocks and nylon to war pur- 
poses forced rayon to supply the requirements of the hosiery 
industry. Present yarns are not entirely suited for hosiery, but 
the industry expects new developments to help it compete 
with nylon and other fibers. The Celanese Corporation is 
bringing out a new spun rayon that looks exactly like high- 
quality worsted and will be used for men's suits. Between 
them, rayon and nylon are expected to put the silkworm out 
of business at least as far as United States business is con- 
cerned. 

Other promising fibers are vinylidene chloride; Velon, 
which may be perfected for men's suits; and Vinyon, a copol- 
ymer of vinyl chloride and vinyl acetate. Vinyon's low heat 
resistance has delayed its use in ordinary fabrics, but chemists 
report that they are licking this problem. Palco, a bark from 



ijo Miracles Ahead! 

the redwood, is used as a wool blender in blankets, heavy- 
duty coats, and felt hats. Combinations of rayon and wool and 
of peanuts and wool have produced excellent textiles. 

Women's coats are being made from Aralac, a "wool" that 
never was near a sheep. Aralac comes from casein, the protein 
in milk, and is made by the National Dairy Products Com- 
pany (interesting name for a textile firm?). The proteins, 
which contain amino-acid building blocks, are being juggled 
around just as chemists juggle (and rearrange) the hydro- 
carbon building blocks in coal and petroleum. Wool is a 
protein. Hence, if the amino acids in casein are assembled as 
they are in wool, the chemist gets a synthetic wool that is 
warm and soft and costs about half as much as the natural 
product. 

The use of melamine resins and other plastics may give us 
paper shirts and other articles that will be attractive but so 
cheap that we can throw them away when soiled. 

Postwar Predictions 

Let us now spotlight some of the developments in chem- 
istry, and see what they will mean to you in postwar years. 

Light metals, plastic bonded plywood, plastics, and other 
materials will revolutionize home construction and give us 
better homes at lower cost. Probably the most impressive ad- 
vances to be achieved directly or indirectly by chemical 
research and engineering will be in the field of transportation. 
Huge luxury air liners, and cargo planes; light, low-cost fam- 
ily planes, and rotary-wing craft; and better automobiles 
all will be made possible by the advances in metallurgy, high- 
octane fuels, plastics, and other fields of research. The rail- 
roads will compete with other forms of transportation by 
using aluminum, magnesium, and light-alloy steels for pas- 
senger and freight cars which will weigh far less, move at 



Chemistry Magic 171 

much higher speeds, and cost less to operate than present 
equipment. 

Our military planes now are using "100 octane" gasoline, 
and industrial chemists are working on fuels of "150 octane" 
rating. The use of liquid hydrocarbons (derived from coal, 
petroleum, and natural gas), which are highly efficient and 
can be pumped long distances by pipe lines, may render obso- 
lete the present-day industrial power plants. 

In a careful survey of the chemical industry's past and 
future prospects the investment house of Merrill Lynch, 
Pierce, Fenner and Beane declares: 

"If a true list of essential industries is ever compiled, the 
chemical industry will inevitably be near the top of the list. 
For industrial chemistry is not only as essential to peace as it 
is presently in war it is vital to life itself. And it is literally 
true today that industry as a whole cannot function without 
the chemist. The chemical industry, then, is the base from 
which all other industries stem to form the complex structure 
that is our national economy and the American way of life. 
So industrial chemistry is not just essential; it is indispensable." 



XI 

METALS THAT BUILD NEW WORLDS 

MOST OF us are incapable of realizing the extent to which new 
metals will transform tomorrow's world. We are in the habit 
of looking to new mechanical devices and discoveries for por- 
tents of the future. It is true that in the past such inventions 
have revolutionized everyday living. But in tomorrow's world 
nearly everything we touch, see, and use will have been pro- 
foundly altered by the new light, powerful metals developed 
in recent months for war use. These metals will make possible 
the manufacture of a thousand aids, comforts, and safety de- 
vices we do not know today. 

A glance at the war picture will reveal why some of them 
were developed. 

A violent Nazi antiaircraft barrage tosses the Flying Fort- 
ress about as it completes its bombing run over the target. 
Suddenly a waist gunner is knocked several feet and slumps 
to the floor. The bomber weathers the storm of bursting 
shells; and a companion bends anxiously over the waist gun- 
ner, who has regained consciousness and is trying to get up. 
Examination shows that he merely had been stunned by a 
piece of flak which dented, but did not pierce, a new steel 
jacket he is wearing. This device is a sleeveless canvas jacket 
with slits into which one hundred and twenty pounds of 
tough steel plates are slipped. It can be removed instantly by 
pulling a release cord. 

North American P-52 Mustangs roar across France, blazing 
away at Nazi ground defenses and freight trains. At least 

172 



Metals That Build New Worlds 173 

75 per cent of the weight of these warplanes is aluminum, 
light but strong metal of many uses. Two hundred pounds 
of lighter magnesium silvery- white metal "mined" from the 
ocean also went into the engine and other parts of these 
Mustangs. 

A flight of Republic P-47 Thunderbolts thunders across a 
field, leaps into the sky, and soon climbs out of sight. The 
turbosuperchargers, which enable these planes to fight at great 
altitudes, are made of special alloys mixtures of metals 
that can stand engine-exhaust temperatures of 1,500 degrees 
Fahrenheit, and cold of 67 degrees below zero. 

Huge "battle wagons" prowl the seven seas guarding United 
Nations life lines. One of these 45,000 ton battleships requires 
42,000 tons of alloy and carbon steel for the hull and machin- 
ery alone. 

"This 42,000 tons," explains Admiral S. M. Robinson, "in- 
cludes ordered steel weights, plus ingot weights for the heavy 
forgings. To this amount must be added an equal weight of 
ingots for ordnance. . . . Remember that the barrel of a 16 
inch naval gun alone, excluding the breech mechanism and 
turrets, consumes from 500 to 600 tons of steel." 

Just a few examples of the thousands of war jobs that metals 
are performing today, and a reminder of the big jobs they 
will perform in the future. The lightweight metals aluminum 
and magnesium new alloy steels, and combinations of little- 
known metals will compete vigorously with one another and 
with the new plastics. Together, all of these materials will 
revolutionize living in the postwar world. 

The Story of Aluminum 

Aluminum is the most common metallic element in the 
earth's crust. But it is never found free in nature. It always i$ 
found in combination with other substances, and scientists 



174 Miracles Ahead! 

spent many years trying to produce the metal at reasonable 
cost. In 1854 Sainte-Claire Deville, a Frenchman, announced 
that he had improved the process by which Friedrich Wohler 
had obtained pure aluminum in 1827. Napoleon III aided 
Deville's work, because he saw a chance of using this light 
metal for helmets and armor. Deville cut the cost of alumi- 
num from five hundred and forty-five dollars per pound to 
seventeen dollars by 1859. 

In 1886 twenty-two-year-old Charles Martin Hall, who 
had been graduated from Oberlin College (Ohio) a few 
months earlier, discovered a cheap process that would pro- 
duce large amounts of the metal. (In France twenty-two- 
year-old Paul L. T. Heroult also discovered this process.) 
Hall had been intrigued by Deville's statement that every 
claybank was a mine of aluminum, and by his professor's 
remark that anyone who produced cheap aluminum would be 
a benefactor to mankind and also make a fortune. 

Instead of using clay in his process, Hall used pure alumi- 
num oxide obtained from bauxite and cryolite, a mineral 
found only in Greenland. (We are not necessarily dependent 
on imports from Greenland, as cryolite can be prepared from 
fluorine, sodium, and aluminum.) Cryolite's job was to dis- 
solve the alumina (aluminum oxide), as sugar is dissolved in 
water. Then the solution was put in an iron crucible or box 
lined with carbon. An electric current was passed through the 
solution, the oxygen burned off, and pure aluminum drained 
from a hole in the bottom. 

Hall's process soon slashed the price of aluminum to two 
dollars a pound. Today it is around fifteen cents a pound. 
The world production of aluminum jumped from sixteen tons 
in 1886 to 270,000 in 1929. In another ten years United States 
production alone was 400,000,000 pounds and was expected 
to hit 2,100,000,000 pounds in 1943. Tremendous amounts of 
electricity are needed to produce aluminum, but new hydro- 



Metals That Build New Worlds 175 

electric plants in the Tennessee Valley and on the Columbia 
River are helping to solve this problem. 

Most of the world's warplanes are made of an alloy con- 
sisting of aluminum, copper, magnesium, and manganese, and 
called duralumin. A new secret aluminum alloy has been de- 
veloped for war use. It is said to add 10 to 25 per cent to the 
strength of the metal. 

R. L. Duffus, in the New York Times Magazine, sums 
up past advances and future prospects of aluminum: 

"Cheap and abundant aluminum is here, cheaper and far 
more abundant aluminum just around the corner. One picks 
up a handful of bauxite from a stockpile. It wouldn't look 
well in the middle of the parlor rug. Apply the magic of mod- 
ern chemistry and metallurgy to it and suddenly it shines; 
and in the glitter one can see not only the flames of war but 
the glow of cleaner, more beautiful homes, public buildings, 
motor cars, railroad equipment in fact, a more splendid mate- 
rial civilization." 

Much of the bauxite comes from Surinam (Dutch Guiana), 
although smaller amounts are obtained in Arkansas. Alunite, 
an ore found in Utah and other Western states, also is used in 
place of bauxite, while TVA engineers believe that abundant 
aluminum can be obtained from a clay called kaolin. 

The Ocean as a Treasure Chest 

The ocean is the world's greatest storehouse of minerals. 
A cubic mile of ocean weighs about 4,500,000,000 tons and 
contains about 3% per cent of dissolved salts, weighing 
around 155,000,000 tons. Sodium chloride (ordinary table 
salt) and other sodium salts make up about 117,000,000 tons 
of this total; magnesium salts, 23,000,000 tons; calcium salts, 
6,000,000 tons; and the remainder is made up of salts of other 
metals. 



176 Miracles Ahead! 

"In land mines," explained John J. O'Neill in the New 
York Herald Tribune, "the desired elements usually are locked 
in rocky matrices of silica and other undesired substances. 
It is usually necessary to grind the ore to a powder for proc- 
esses in which the desired metals are separated. 

"When the ocean is used as a source of minerals it is neces- 
sary to get rid of a large quantity of water. If only one of 
the ocean salts is desired the handling of the great quantity 
of water usually is a costly task. When it was sought to get 
bromine from the ocean for use in anti-knock gasoline the 
water was pumped through a series of tanks and towers on a 
ship and a gas bubbled through the water. The gas combined 
with the bromine and carried it away to be precipitated and 
returned to the extraction tower." 

In 1934 the Dow Chemical Company began operating a 
plant, on the coast of North Carolina, which used a simpler 
process to get bromine from the ocean. Dow engineers esti- 
mated that a chunk of ocean one mile square and eighty-nine 
feet deep was pumped through the plant in twelve months. 

John J. O'Neill points out that in some places nature has 
performed some of the work of extracting the excess water: 

"This takes place particularly in salt lakes. The Great Salt 
Lake in Utah is such a body of water. The evaporation of 
such lakes in the past has produced now-buried deposits of 
all of the ocean salts. About 2,000 feet under Michigan is 
buried a salt lake providing a vast supply of brine in which 
magnesium and other salts are concentrated." 

The Dow Chemical Company has plants which use brines 
from this Michigan salt lake to produce bromine, magnesium, 
and other products. 

In 1940 the Dow Chemical Company constructed plants 
on the coast of Texas to take magnesium and bromine from 
the ocean. Magnesium salts are obtained from the water. 
These are treated with hydrochloric acid to form magnesium 



Metals That Build New Worlds 177 

chloride. Then an electric current is used to break the com- 
pound into magnesium and chlorine. The light magnesium 
floats to the top and is skimmed off, and the chlorine is uti- 
lized to make more hydrochloric acid. Eight hundred tons of 
water are handled during the production of one ton of mag- 
nesium. Dr. H. H. Harrington, metallurgist in General Elec- 
tric Research Laboratories, estimated that the 23,000,000 tons 
of magnesium salts in a cubic mile of ocean could yield 
4,500,000 tons of magnesium enough to supply 90,000,000 
pounds of the metal each year for one hundred years. Mag- 
nesium also is obtained from several ores found in the West- 
ern states. 

One Pound of Magnesium 

C. L. Mantell, in Sparks from the Electrode, 1 writes: 

"From a pound of magnesium we can make a bar of the 
metal a half inch square and 64 inches long, while such a bar 
from a pound of aluminum would be 42 inches long, and 
from steel only 14 inches long. A beam of magnesium, light 
enough in itself to be carried by one man, can yet support 
an automobile! A steel piece of similar size probably could 
not be lifted by four men. The advantage of magnesium in 
the matter of weight alone, especially in aviation and build- 
ing, makes its production worth the effort." 

Magnesium is not quite as strong as aluminum. But as a 
structural material it always is used as an alloy, usually with 
aluminum. These alloys are called Dowmetal, and are much 
stronger and harder than magnesium alone. Magnesium, which 
burns with an intense white light, also is used in bomb casings, 
incendiaries, tracer bullets, flares, and star shells. 

Aside from their uses in airplanes, engineers expect mag- 

1 Mantell, Charles Letnam, Sparks from the Electrode. New York, The 
Century Company, 1933. 



178 Miracles Ahead! 

nesium alloys to be utilized in postwar automobile engines, 
making them lighter and more efficient. These alloys also will 
be useful in home construction, household appliances and 
equipment, and scores of other applications. 

Only 6,000,000 pounds of magnesium were produced in 
the United States in 1939, while at the end of 1942 produc- 
tion was at the rate of 260,000,000 pounds. It was stepped 
up during 1943 to 627,500,000 pounds. 

"Tailor-Made" Steel 

We need iron in our blood, and iron and steel are the 
"lifeblood" of modern industry. With the exception of alu- 
minum, iron is the most common metal in the earth's crust. 
It is found combined with oxygen in such ores as hematite 
(most important iron ore in the United States), magnetite, 
and limonite. Iron is obtained from the oxide by heating it 
with carbon and removing certain impurities. Steel is merely a 
kind of iron which is hardened by burning out the carbon 
and other impurities and then adding just the correct amount 
of carbon. Harder steel can be made by heating and then cool- 
ing it suddenly by "quenching" in water or oil. Softer steel 
can be produced by heating it and allowing it to cool 
slowly. 

Special kinds of "tailor-made" steel can be produced by 
adding small amounts of other metals. These steel alloys make 
the armor plate for ships and tanks, and the guns and other 
equipment that give our armed forces their tremendous strik- 
ing power. 

Pinkish-gray manganese makes a tough manganese steel 
which is used in railroad switches, dippers of power shovels, 
rock crushers, and other equipment that must stand hard 
wear. Manganese also is vital in the production of all kinds 
of steel. Small amounts of this metal are added to steel to 



Metals That Build New Worlds 179 

remove sulphur and oxygen. If the sulphur were not removed 
it would cause the steel to become brittle. (Manganese like- 
wise is used to harden aluminum.) 

Steel as well as iron rusts when exposed to air. So 12 to 18 
per cent of chromium is added to make a "stainless steel" 
which resists corrosion. Chrome steel, containing smaller 
amounts of chromium, is very hard and elastic and is valuable 
for armor plate and for bearings. 

Nickel steel is resistant to corrosion and tough enough for 
armor plate, guns, and bridges. 

Tungsten steel is used by machine tools to cut and shape 
other metals. A tungsten-steel tool does not lose its cutting 
edge even when heated red-hot by long use at high speeds. 
Tungsten sees to it that our fighting men get enough weapons 
on time. The tungsten filament in Mazda lamps provides much 
of the world with light. 

Molybdenum steel matches tungsten steel in its resistance 
to heat; hence it can be used for cutting tools, and for axles 
and other equipment where toughness is demanded. 

Vanadium steel has high tensile strength and elasticity, 
which make it valuable in the production of axles, crank- 
shafts, and gears. 

Precious Common Metals 

When war came, we were faced with the fact that the 
nation's industry depended largely upon imports for five of 
the six metals listed above. Only molybdenum, 85 per cent of 
which is produced in the United States, was abundant. But it 
also got short because great amounts were used to replace 
nickel, chromium, and tungsten in high-grade steels. 

Seeking to solve our shortage problems, metallurgists have 
yanked a lot of rabbits out of hats. Metallurgical magic is pro- 
ducing N.E., or national emergency, steels, which pare down 



180 Miracles Ahead! 

the amounts of nickel, chromium, vanadium, and other scarce 
metals in alloy steels. New and improved heat treating and 
working processes have made the N.E. steels possible, and 
they are proving to be equal or superior to the high-grade 
alloy steels for many purposes. 

Copper, the first metal man learned to use, ranks next to 
iron as our most useful metal. It is utilized in all types of elec- 
trical equipment. Look around the room you are in and you 
will probably see several objects containing copper. Large 
amounts of copper are used in alloys such as brass (copper, 
zinc), bronze (copper, zinc, tin), and gun metal (copper and 
tin), and with nickel and iron to make Monel metal. 

Huge supplies of copper are produced in Montana, Utah, 
and Arizona. But the production of tanks, guns, ships, and 
planes for global war has caused a critical shortage of this 
metal. Tin is another valuable metal which is on the critical 
list of metals that must be conserved. In 1941 we imported 
60 per cent of the world's supply of tin, which is so impor- 
tant in many alloys and as a coating to protect other metals 
from corrosion. And 90 per cent of our imports came from 
the Far East. 

The emergency has shifted silver from the class of rare and 
precious metals to one of great utility in war industry. Silver 
is similar to copper in strength, but is a 10 per cent better 
conductor of electricity and a much better conductor of 
heat. Huge amounts of silver are used each week to make 
bearings that will stand high loads and speeds in war equip- 
ment. Some engineers say air speeds would be reduced as 
much as seventy-five miles per hour if silver-plated bearings 
were not available. 

Gold has great resistance to chemicals and could be em- 
ployed for many industrial purposes. Its price, of around four 
hundred and fifty dollars a pound, restricts its use in large 
quantities. Some buildings, however, use pure gold on their 



Metals That Build New Worlds 181 

roofs. Its weather-resistant qualities make it economical in 
the long run. 

Lead, not a rare or precious metal, is proving worth its 
weight in gold in alloys replacing copper for roofing and 
flashings. Plentiful silicon (used in silicon steel for springs and 
electromagnets) replaces scarce tin in bronze. 

Uncommon Metals 

Several other metals, hardly mentioned outside of text- 
books, have been put to work by metallurgists. Tantalum was 
used in incandescent lamps until replaced by tungsten. Now it 
is used to make electronic tubes for radios and Radar equip- 
ment. Indium, a silverlike metal softer than lead, is finding 
wide uses as a wartime substitute for tin. Small quantities of 
selenium and tellurium are added to steel, copper, and copper- 
rich alloys to make them more easily sawed and cut. Selenium 
and tellurium also make lead more resistant to corrosion as 
well as stronger and tougher. 

Lithium, the lightest of the metallic elements, is used in 
silver solder for brazing tungsten-copper electrical contacts. 
The adding of small amounts of lithium improves iron and 
copper used for casting. Osmium, the heaviest metal known, 
is employed in secret war-industry processes. It has been used 
in peacetime to produce hard alloys for tipping gold pens. 
Molybdenum, already mentioned, has taken over so many 
jobs in the past two years that people have forgotten that it, 
too, was one of the metals so long "buried in textbooks." 

Beryllium the Magic Metal 

Beryllium, a third lighter than aluminum and harder than 
steel, deserves special mention again (we have already touched 
upon it in the chapter on automobiles). It was identified in 



1 82 Miracles Ahead! 

1797, but it remained a "textbook metal" for many years. 
Finally the German firm of Siemens Halske began examining 
this metal; and in the United States, Andrew J. Gahagan and 
J. Kent Smith went to work on it. After two years' work 
they discovered that copper, a soft metal, became harder than 
steel if 2 per cent of beryllium was added and a heat treat- 
ment employed. 

Other qualities besides toughness are making beryllium- 
copper useful in industry. Because they won't strike sparks, 
beryllium-copper hammers, chisels, wrenches, bars, are used 
around explosives and in oil refineries and grain elevators. 
The alloy's resistance to rust makes it valuable for machines 
that must function perfectly in damp climates. 

Another alloy, beryllium-nickel, is superior to beryllium- 
copper. The Germans have the jump on us in making this 
product, but our metallurgists are certain to catch up. Great 
hope is held for experiments seeking to combine beryllium 
with the light metals aluminum and magnesium to produce 
the best of all structural materials. 

"Powder Metallurgy" 

"Powder metallurgy" has been outstanding as a saver of 
materials and time in the production of metal parts for war 
equipment. In this process two or more powdered metals are 
put in a mold and then pressed into a "briquette." The "bri- 
quette" is firm but can be easily broken until it is put in a 
"sintering" furnace and baked. Although the temperature in 
the furnace is below the melting point of the metals, the pow- 
der particles are in some mysterious way fastened tightly 
together. 

American-made tanks, guns, planes, ships, radios, trucks, 
and locomotives are using parts of many shapes and sizes, and 
ranging in weight from less than one ounce to sixty-five 



Metals That Build New Worlds 183 

pounds, which all were pressed from powdered metals. The 
parts can be produced so that they are within a few thou- 
sandths of an inch of the correct dimensions. Very little cut- 
ting, grinding, or chipping is required to finish the parts. 
This means a great saving in scarce metals, skilled man power, 
and time. 

Self-lubricating bearings are turned out by powder metal- 
lurgy. The bearings are pressed of materials that become 
spongelike when baked in the sintering oven. They soak up 
oil and then gradually release it when in use. When a machine 
stops running, the bearings absorb the oil. Self-oiling bearings 
can be installed on tanks, and the crews never have to worry 
about lubricating them. 

"Twenty-eight different metals are now being produced in 
powdered form and used in various combinations to produce 
tens of thousands of different products, but experts say that 
this is only a beginning," wrote Robert W. Marks and Har- 
land Manchester in Forbes magazine. "Already it gives prom- 
ise of turning out everything from watch parts to locomotive 
wheels with new speed and economy." 

Dr. C. K. Leith, head of the metals and minerals branch of 
the Office of Production Research and Development of the 
WPB, has briefly sketched the work of officials in charge of 
getting new supplies of metals for war. "No nation," he said, 
"has enough of all minerals. We are developing low grade 
supplies at home which have never been used before. We are 
devising new processes for the concentration and improve- 
ment of these low grade materials and for their conversion 
into usable form." 

In the past two years the United States Bureau of Mines 
has been conducting a hunt for war metals that has rivaled the 
gold rush of '49. Low-grade ores of zinc, lead, nickel, tung- 
sten, chromium, molybdenum, manganese, and other strategic 
metals have been uncovered by engineers. Then chemists 



184 Miracles Ahead! 

stepped into the picture and provided a method of obtaining 
the metals from the low-grade deposits. It is called "froth 
flotation." A mixture of water and pulverized ore is prepared, 
and chemicals are added which have an affinity for the metals 
concerned. Operating like deep-sea divers, the chemicals go 
down and lift the ores out of the worthless residue with 
which they are associated in the earth. 

Reporting in 1943 to the American Iron and Steel Institute, 
Major General Levin H. Campbell, Jr., chief of Army Ord- 
nance, declared that metallurgical progress by the United 
States in two years has exceeded German accomplishments of 
the past decade and advanced beyond Japanese developments 
of the last thirty years. The application of these great metal- 
lurgical gains, he said, is reflected in the "superquality" Amer- 
ican armament furnished the "world's best flighting man, the 
American soldier." 

There is reason to believe that these metallurgical gains will 
help make a better world for the American fighting man 
when he comes home. 



XII 

WOOD, PAPER, AND GLASS 
TRANSFORMED 

WHEN MOST OF OUR SUPPLY of metals marched off to war, 
wood, paper, and glass quickly took over their jobs on the 
home front. 

Wood saves seventy-nine pounds of steel every time an 
icebox is made. A box now uses six instead of eighty-five 
pounds of steel, and the remainder of it is wood. Baby-car- 
riage bodies, handles, wheels, and springs are made of wood. 
The Office of War Information explains that some kinds of 
wood, expected to be an important substitution and already 
used in many items, are now fast becoming critical because 
of a shortage of man power in the lumber industries. Special 
kinds of wood may also get scarce for other reasons. These 
"other reasons" give us an exciting story worth saving till 
later. 

Discussing paper's many uses as a substitute, the OWI 
says: 

"It is possible that the case of the alarm clock which wakes 
the war worker, the hanger from which he takes his clothes, 
the base of the buttons with which he fastens those clothes, 
his lunch box, the wastebasket into which he throws his sand- 
wich wrappings and the case of the flashlight he uses in his 
work may all be made of paper." 

The war worker may buy aspirin or tooth powder pack- 
aged in paper. The biscuits for his evening meal are made 
from baking powder and shortening which came in paper 

185 



1 86 Miracles Ahead! 

containers. After his meal he may ease himself into a porch 
chair which resembles rattan, but if it is a new one it may be 
of highly processed paper. His wife may be putting the gar- 
bage into a paper garbage pail and brushing crumbs into a 
paper dustpan. Later they may retire under the light but 
warm protection of a blanket made of quilted layers of paper. 
The OWI adds that this blanket, which was originated for 
use in case of air-raid casualties, has been adopted by some 
thrifty households for summer use. Its low cost means it can 
be discarded at the end of the season with no thought of 
packing in moth balls. 

There are, however, more than fifteen thousand different 
kinds of paper and paper products in use today, and paper 
magicians are making it perform new feats of strength every 
day. 

Alarm clocks, flashlight cases, and many other products 
replacing metal on the home front are made from waste paper 
that is ground up and molded by great heat and pressure. 
Tough fiber containers, which take the place of tin cans for 
packing many products, are made of paperboard. Then there 
is the very unpaperlike "plasticized paper" now used by air- 
plane companies. 

A new method which turns coarse paper into a strikingly 
waterproof material was announced in mid- 1943 by Dr. Wil- 
liam D. Coolidge, research director of the General Electric 
Laboratories. The materials to be waterproofed paper, as 
well as cloth and ceramic insulations for radio equipment 
are put in a cabinet and exposed to chemical vapors. The 
treatment leaves no mark upon the materials, but it does cover 
them with a thin film which successfully repels water and 
can stand temperatures of as high as 550 degrees for a short 
time. 

Another process for "water-conditioned" (aqualized) pa- 



Wood, Paper, and Glass Transformed 187 

per does not depend upon a protective coating. The paper is 
treated with a secret chemical compound which binds the 
fibers together so that water cannot get between them and 
float them apart. The fibers in aqualized paper are "welded" 
together so firmly that a towel of this material can be soaked 
with water and rubbed vigorously and still remain whole. 
Even after being in water many minutes the aqualized paper 
will support twenty-six pounds. At the same time the paper 
absorbs water quickly; it does not shed it like a duck's back. 
Potato sacks, linings for vegetable crates, meat wrappings, 
and similar materials for industry are made of special types of 
aqualized paper. Draperies for the home, and sheets and pil- 
lowcases for hospitals, are being produced. This versatile 
paper can be waterproofed to serve for clothing, tents, and 
sandbags and, unlike other waterproofed papers, it will not 
weaken if the protective coating is cracked or broken. 

A new "plasticized paper" is made by treating paper with 
gluelike resin and subjecting it to pressure. This produces an 
amber sheet of plastic paper half as heavy as aluminum and 
almost as tough as steel of similar thickness. British and 
American aircraft companies are using this material on the 
wings of airplanes. Paper containers now can hold oil, grease, 
and other liquids, and a soaking in the ocean or a fall on con- 
crete makes no impression on them. 

The list of the new uses to which paper is being put gets 
longer every day. Obviously, a material that is light as well as 
strong will find many new jobs to do in the postwar world. 
Dr. Harvey N. Davis, president of Stevens Institute of Tech- 
nology, envisions all-paper houses and even bicycles con- 
structed entirely of paper. We may shy away from using 
paper as a structural material, but this paper won't look like 
paper, won't act like paper, and will soon make us forget that 
it ever was paper. 



1 88 Miracles Ahead! 

Nazi Germany's Reliance on Wood 

This nation has, until recently, lagged behind the Nazis in 
getting full value from wood. They call it "UniversalrohstofF ' 
the universal material and have shown that it is a source 
of chemical raw materials which may outstrip coal, oil, and 
mineral resources for many uses in the future. Wood can be 
used to produce food, clothing, alcohol, plastics, rubber, and 
numerous other products. 

How Hitler used wood in his plans for the conquest of the 
world is brilliantly told in Dr. Egon Glesinger's Nazism in 
the Woodpile* He reveals that when Hitler, in 1928, un- 
earthed the fact that it was lack of essential raw materials 
which had been the fundamental reason for Germany's defeat 
in 1918 he became morose and sullen. Hitler realized that his 
dream of world conquest would get nowhere so long as Brit- 
ain and America kept exclusive control of the raw materials 
needed by Germany. 

"It was then," writes Dr. Glesinger, "that Hermann Goer- 
ing came forward with a new idea: 'Obviously the easiest 
way to break the Anglo-American grip is to discover and de- 
velop another basic raw material and to secure world-wide 
control in that field. After long deliberation my advisers and 
I have reached the conclusion that 'wood could become the 
raw material for world domination.' " 

An unknown student of forestry, Johann Albrecht von 
Monroy, was then introduced to Hitler and proceeded to 
argue that the forests could be made to yield all the essentials 
which Germany needed. Later Goering pointed out the two 
reasons why wood should be chosen to become the "raw 
material for Hitler's Thousand- Year Reich": 

i. Wood is one of the five leading commodities in world 

1 Glesinger, Egon, Nazism in the Woodpile. Indianapolis, Bobbs-Merrill 
Company, 1942. 



Woody Paper, and Glass Transformed 189 

trade, and ranks second only to milk in production value as a 
raw material and foodstuff. 

2. One-third of Germany's soil is forested, as is the soil of 
Germany's neighbors, especially Russia, while England must 
import her wood. 

The Monroy-Goering proposals were carried out, and Dr. 
Glesinger writes that "it is Hitler's belief in wood which gives 
him the confidence that he and his system will survive the 
war; that no Allied blockade can wear down the Reich." 

Professor Bergius, leading Nazi scientist, who won the 
Nobel Prize for discovering the hydrogenation of coal (to 
produce gasoline), made this important comment on the value 
of wood as a raw material and foodstuff, according to Dr. 
Glesinger: 

"How many people know that an acre of good forest land 
will produce more sugar than an acre of sugar beets? Who 
in America is aware of the fact that an acre of their Georgia 
land will yield five times as much cellulose if planted with 
yellow pine as it will if planted with cotton? 

"Prepared with true German thoroughness, the wood 
utilization plans are founded," wrote Dr. Glesinger, "on a 
completely new classification of the uses of wood as a raw 
material. The five main categories are: 

"a. Solid and liquid fuels [wood gas for civilian vehicles, 
and alcohol for the production of gasoline and synthetic 
rubber for war equipment]. 

"b. Food and fodder [sugar, proteins, and cattle feed]. 

"c. Cellulose and textile fibers [artificial wool and rayon], 

"d. Structural material in various fields of technical appli- 
cation [transportable wooden huts for troops, wallboard and 
fiberboard, and 'wooden iron' a type of plastic-bonded 
plywood for airplane parts]. 

"e. Wood by-products as basic materials for chemical in- 
dustries." [Among them is lignin, a gluelike substance that 



190 Miracles Ahead! 

binds cellulose fibers together and is expected to become more 
important than coal tar as a chemical raw material.] 

American Advances in Wood Chemistry 

American wood chemists started late in this race to utilize 
wood as a basic raw material and foodstuff. But already they 
have topped the Nazis in certain fields. A process developed 
by Dr. Donald F. Othmer and his associates at Brooklyn 
(New York) Polytechnic Institute can produce raw sugar 
from sawdust in minutes, while the Nazi process takes several 
hours. Industrial alcohol, protein yeast, glycerin, and other 
valuable products can be produced from the raw sugar. The 
next step will be the production of synthetic fibers, lubricat- 
ing oil, plastics, vanillin for synthetic vanilla flavoring, etc. 

Our plastic-bonded plywood and other structural materials 
from wood are as good, if not better, than the Nazis' "wooden 
iron." These materials are expected to compete strongly with 
the light metals and stainless steel in the construction of auto- 
mobiles, airplanes, and prefabricated homes in the postwar 
period. 

Warm Clothes from the Bark of Trees 

Chemists now are busy trying to get full value from the 
bark of trees. Roofing felts and boards can be made of it, and 
the United States Department of Agriculture's Regional Re- 
search Laboratories have found what they believe is an excel- 
lent source of tanning material in the bark of the Western 
hemlock tree. This work is important because we have im- 
ported about half of the material needed in tanning leather 
produced in this country, and supplies have been cut sharply 
by the war. The bark of the giant redwood also has been 
used to make a fabric for women's hats and suits, mattresses, 



Wood, Paper, and Glass Transformed 191 

and heavy coats. The bark is shredded and mixed with re- 
claimed or pure wool. 

The "Teco" ring, whose name comes from the Timber 
Engineering Company, is favored to bring a revival of timber 
as a structural material. A bolt alone will not serve to hold 
two heavy timbers together. This is where the Teco ring 
comes in. This metal ring is sunk into both pieces of timber 
and a bolt then is put through the center. The ring distributes 
the stresses in the connection over a wider area, and all the 
bolt has to do is hold the timbers together. Companies using 
the Teco ring have set several records on construction jobs 
for the Army and Navy. 

The use of the Teco ring greatly strengthens wood joints 
and permits wood to be utilized in building huge warehouses, 
bridges, and airplane hangars that otherwise would require 
steel. Teco is expected to help wood recapture some of the 
construction market it has lost to steel. 

Neiv Treatments for Neiu Tensile Strengths 

Plywood, narrow strips of veneer glued together with syn- 
thetic resins which are waterproof and fungusproof, and heat- 
and cold-resistant, will play an important part in postwar 
homes. These "wood-and-glue sandwiches" are stronger than 
solid steel per unit of weight. The Gunnison Housing Cor- 
poration uses a plywood and plastic panel that will take about 
any kind of punishment that nature or man can deal out. 
Flood waters, blows from metal objects, and boiling water 
make no impression on these panels. 

Plastic-bonded plywood and impregnated and compreg- 
nated woods are water-, fire-, oil-, and weather-resistant. They 
are stronger pound for pound than aluminum or steel. Wood 
and wood plastics are used for United States gliders, training 
planes, and cargo transports. Britain's famed Mosquito bomber 



192 Miracles Ahead! 

is largely of wood. (Here are the other reasons "why certain 
woods may get scarce.") 

Germany's continued progress in wood chemistry was 
made possible by conservation and reforestation programs 
which gave her renewable sources of supply, and our forest- 
products industries also are working to insure a steady supply 
of wood in the United States. 



Forest Conservation 

"By scientific cutting," wrote Robert M. Hallett in the 
Christian Science Monitor, "it is possible to increase the an- 
nual new growth to a point where the yearly increment ap- 
proximately balances the normal amount of timber used. 
Industry spokesmen stress that timber is a crop like corn or 
wheat and can be harvested and renewed. Actually trees 
need to be cut to insure a future abundant supply of this 
natural resource, because trees grow old and rot if they are 
not harvested to make way for a new crop. Wood researchers 
hold that continuation of their work promises increasing divi- 
dends in productive land use, waste utilization and employ- 
ment. 

"The world has not grown out of the 'wood age'; it is only 
now entering it," concludes Hallett. 

Glass Miracles 

The third member of this wonder-working trio is glass. 
Dr. W. C. Taylor, chief of glass technology of the Corning 
Glass Works, Corning, New York, states in the American 
Glass Review that "the world would be left in chaos if glass 
were removed transportation and communication would be 
stopped, hospitals and laboratories would be at a loss, and 
there would be a real blackout." 



Woody Paper, and Glass Transformed 193 

Dr. Taylor reminded us that "the seeds of glass technology 
were sown 100 years ago, but were not developed until the 
turn of the century. In its first use glass was an ornament," 
he added. "Later it took on more utilitarian characteristics 
and was made into window panes and bottles and applied to 
optical use." 

We can see through a clear pane of glass, but we cannot 
see it clearly enough to describe it accurately. We cannot see 
its molecular structure even with the best microscope or X 
ray. But we have, according to Dr. Taylor, been able to lay 
the foundation of modern glass by working out the relation 
of the physical properties of glass to its chemical composition. 
Eighty of the ninety-two elements, he added, can be used in 
the manufacture of glass, making possible a tremendous num- 
ber of combinations. Glass research to date, he said, only has 
scratched the surface of these. 

New Techniques in Glassmaking 

In making glass the basic ingredients silica (or sand), 
limestone, and soda ash are carefully weighed out. Two 
other substances generally are included in the mixture. They 
are sodium sulphate, which refines the glass, and cullet (scrap 
glass left over from a previous batch, which aids the melting) . 

The ingredients are put in huge clay pots and "baked" in 
a high-temperature furnace. Then the molten glass is taken to 
rollers, which flatten it out. When the glass is the proper 
thickness it is moved along rollers through a tunnel the 
annealing room where it is slowly cooled. The rough glass 
then comes out and is ready for grinding and polishing opera- 
tions, washing and drying, and final inspection before it is 
shipped. 

Just as in the making of special alloy steels, glass manufac- 
turers can produce many types of glass by varying the num- 



194 Miracles Ahead! 

her and quantity of materials that go into each mixture, or 
batch. Different chemicals and minerals are added to give the 
glass certain properties. And these "alloy glasses" are as supe- 
rior to ordinary glass as alloy steels are to ordinary cast iron. 

Since Corning brought out its Pyrex glass in 1915, tre- 
mendous strides have been made in the manufacture of flame- 
proof glass. Ordinary glass has a high "coefficient of expan- 
sion" that is, it varies sharply with changes in temperature 
and it is a poor conductor of heat. Thus a thick piece of 
ordinary glass will crack when heated, because the outside 
expands more than the inside. The low "coefficient of expan- 
sion" of Pyrex prevents it from cracking when exposed to a 
flame. 

Coming's latest Pyrex-type glass is said to be "so new that 
industry hasn't yet caught up with it." The discovery of this 
glass called Vycor has been rated one of the outstanding 
scientific achievements of the century. Vycor glass is 96 per 
cent silica thereby approaching the characteristics of quartz, 
which is pure silicon dioxide with a very low coefficient of 
expansion and with high resistance to chemicals. Vycor is 
made by giving the glass a chemical treatment which removes 
one-third of the mass. Little but silica remains and it is in a 
porous state. This is reheated and the glass "shrinks" until all 
the minute holes are closed and a transparent, nonporous glass 
is produced. According to Dr. W. W. Shaver, head of the 
production-development department of Corning, this 96 per 
cent silica glass has the property of used sand. To answer any 
questions about Vycor's toughness, Dr. Shaver heated a cup 
of this glass red-hot and then plunged it against a cake of ice. 
The glass was not damaged. 

Another glass which is similar to Vycor has been made by 
the Pittsburgh Plate Glass Company and other glass manufac- 
turers. A quick-cooling process balances the forces of expan- 
sion and contraction in the glass, making it more than four 



y Paper, and Glass Transformed 195 

times as strong as ordinary plate glass. A pane of this glass, 
resting on a cake of ice, will withstand a stream of molten 
lead. A two-pound ball can drop six feet on this glass and not 
even scratch it. This glass, and Vycor, will have many post- 
war uses for windows in oven doors, tops of frozen-food cabi- 
nets, strong tabletops, locomotive headlights, and revolving 
doors. And it is quite possible that your postwar home will 
have entire walls of this transparent insulating glass that keeps 
heat in during winter and excludes it in summer. 

There are several types of glass that you won't be able to 
recognize as such. First we have "Foamglas," which was de- 
veloped by Corning and Pittsburgh Plate Glass. This mate- 
rial, which insists on being called glass, can be sawed and 
drilled and will float like cork. The glass is made by adding 
pure carbon to the batch. When it is heated the carbon com- 
bines to form a gas, which puffs up the molten glass into a 
mass of bubbles. This foamy glass is annealed to prevent later 
cracking, and then is cut into slabs. A cubic foot of Foamglas 
has more than five million bubbles, or air cells, and weighs 
only ten to eleven pounds, while ordinary glass weighs one 
hundred and fifty to one hundred and seventy-five pounds 
per cubic foot. 

The air cells in Foamglas make it almost as buoyant as cork 
or balsa wood and it is well suited for lifesavers, life rafts, and 
pontoon-bridge floats. At the same time Foamglas is strong 
enough to build walls or ceilings without special support. It 
won't rot or burn and is verminproof. Any termite foolish 
enough to tackle Foamglas will get a broken jaw for its 
trouble. 

Foamglas is good news for the food and storage industries. 
Tt will insulate cold-storage plants, ice-cream factories and 
dairies, and also can be used in ovens and furnaces. 

Next in line comes Fiberglas, which is used for insulation 
and to make attractive, flameproof draperies. In addition, 



196 Miracles Ahead! 

Owens-Corning-Fiberglas has developed a glass thread for 
surgical sutures. This suture is stronger than silk and avoids 
the danger of infections sometimes caused by catgut and by 
silk. Then, too, there is a fibrous glass tape used to strain for- 
eign matter from blood plasma. 

Optical glass has given us "eyes" to see stars billions of 
miles away, and the minute germs and other organisms all 
about us. The full story of the manufacture of optical glass 
for military purposes cannot be told now. Bausch & Lomb 
and the other optical manufacturers have blasted the myth of 
German superiority in precision optical instruments. The 
efficiency of American range finders, detection devices, and 
aerial cameras has been greatly increased. Furthermore, in- 
struments that once were produced by hand now are turned 
out by mass-production methods to tolerances as fine as a 
ten-thousandth of an inch. 

Many newcomers have been producing optical instruments 
for the Army and Navy. Among them aic Westinghouse, 
Mergenthaler Linotype, Nash-Kelvinator, and Minneapolis- 
Honeywell. 

"One of the examples in American development cited by 
Minneapolis engineers," said the New York World-Telegram, 
"is the control of humidity. One bottleneck in the production 
of fine optical ware was the effect of humidity on glass, 
which on inclement days sometimes halted production com- 
pletely. . . . 

"An engineering study was made of water and glass, and 
it was discovered that glass is hydroscopic, meaning it ab- 
sorbed moisture and exuded it, depending on the humidity. 
When humidity fell the water oozed out and deposited par- 
ticles of soluble salts which made the glass sticky. Rising 
humidity kept the water in the glass. After that the solution 
was simple. The company controlled the humidity to permit 
uninterrupted production." 



Wood, Paper, and Glass Transformed 197 

In the future, people can live in glass houses and not worry 
about the result of throwing stones. John D. Biggers, presi- 
dent of the Libbey-Owens-Ford Glass Company, declares 
that "houses with entire walls of transparent, insulating plate 
glass that keeps heat in during winter and excludes it in sum- 
mer will take their place in the world of tomorrow." 

Blankets of fiber glass have been used to insulate Army bar- 
racks and Navy ships. Boards composed of compressed glass 
fibers, and faced on one side with a glass-fiber cloth that can 
be painted, are used on Navy fighting ships for both heat 
insulation and interior finish. The board has replaced millions 
of pounds of aluminum formerly required and in a period of 
seven months saved enough aluminum to build more than 
two hundred four-motored bombers. 

List the glass items that can replace metal ones in kitchens 
and you have named almost everything in the kitchen. Flame- 
proof glass saucepans, skillets, and double boilers replace 
missing aluminum and scarce iron and enamel kitchenware. 
More and more foods are packed in glass containers rather 
than tin cans, saving three hundred thousand tons of steel and 
tin for war equipment. Glass also makes knife sharpeners, 
stoppers, traps for kitchen sinks, tabletops, bathroom acces- 
sories, and washboards. 

Consider this incomplete list of the types of glass now per- 
forming so brilliantly on the home and war fronts: 

Glass so hard it will stop a fifty-caliber bullet; glass that 
can be sawed, drilled, and worked with carpenter's tools; glass 
so light that it floats in water; glass wool so fine that a marble- 
sized ball of glass will spin twenty miles of thread; explosion- 
proof glass globes for use in war plants; glass that can be 
heated red-hot and plunged into cold water without damage; 
glass tubing that replaces copper, lead, and steel in plumbing; 
glass that can be bent and tempered to almost any shape; glass 
springs that don't get "tired" and are equal to steel ones; 



198 Miracles Ahead! 

automobile batteries of glass; secret optical glass which, 
among other things, enables military observers to look directly 
at the sun when spotting enemy bombers. 

Glass will join wood and paper in performing hundreds of 
jobs for us in the postwar years. The "Three Musketeers" 
are performing feats of strength and endurance today, and 
will go on to new triumphs tomorrow. 



XIII 
FORTUNES IN AGRICULTURE 

PROBLEMS AS WELL AS CROPS always have been harvested by 
American farmers. For years they sought to expand produc- 
tion to feed more people. In 1800 one farmer could supply 
food for less than six persons. A little over one hundred years 
later one farmer could feed eighteen persons. Then in the 
1930*8 the problem of surpluses plagued farmers, and produc- 
tion was curtailed in order to raise prices. 

Today farmers and the government face the tough problem 
of increasing the production of many foods needed by our 
fighting men, civilian workers, and allies. In 1942 farm out- 
put hit an all-time high. What will happen to this tremendous 
productive capacity after the war? Will the problem of sur- 
pluses again plague the farmer? 

Since 1935 the National Farm Chemurgic Council has 
spread the word that the "farm problem" can be solved in 
part by finding nonfood uses for crops through chemurgy 
"chemistry at work for the farmer." In 1939 the United 
States Department of Agriculture established the first of four 
Regional Research Laboratories at Peoria, Illinois. Other 
laboratories are at New Orleans, Philadelphia, and near San 
Francisco. 

"Future historians," wrote David Dietz, Scripps-Howard 
science editor, "may look back to the establishment of these 
laboratories as the most important event of 1939. They will 
seek to solve the farm problem in the only way that scientists 

199 



200 Miracles Ahead! 

believe it can be solved by finding new markets for farm 
products and new uses for them in industry." 1 

"The very ancient art of agriculture," added Wheeler 
McMillen, president of the National Farm Chemurgic Coun- 
cil, "is today in possession of new tools of such surpassing 
importance as we have barely begun to suspect. Organic 
chemistry, one of these tools, applies terrific temperatures and 
tremendous pressures and a pot of beans becomes an auto- 
mobile part instead of a bowl of soup." 

Dr. George Washington Carver, famed Negro scientist, 
who died in January, 1943, has been called the "first and 
greatest chemurgist." Born of slave parents, he worked his 
way through Iowa State College in 1896 and in that same 
year was offered a position by Booker T. Washington, 
founder and president of Tuskegee Institute, Macon County, 
Alabama. He remained at Tuskegee all his life, demonstrating 
how the South's "unproductive" soil could be made to pro- 
duce rich crops and finding new industrial uses for farm prod- 
ucts long before the word "chemurgy" was coined. 

Like most of the South, Macon County then grew cotton 
and little else. Dr. Carver knew this open-row crop exposed 
the land to deadly water erosion and destroyed the fertile 
soil. 

Rackham Holt, author of an excellent biography of Dr. 
Carver, told in the Christian Science Monitor, June 7, 1941, 
how he helped break the strangle hold that cotton had on the 
agricultural South: 

"If Southern farmers were to reduce their cotton acreage 
they must raise other crops, and then a market for these must 
be found. Sweet potatoes could be cultivated easily, but they 
were highly perishable and yielded immense quantities of small 
cull potatoes which could not be used as food. George Carver 
abhorred waste, and from his laboratory by-products rushed 

1 Chapter XIV shows how a liberal diet for all American families also will 
do much to solve our "farm problem." 



Fortunes in Agriculture 201 

into the vacuum. In the course of time he produced 1 1 8, from 
shoe polish to rubber. 

"Peanuts had the great advantage possessed by all pod- 
bearing plants of abstracting fertilizing nitrogen from the air, 
thus enriching the soil instead of depleting it. From this now 
famous legume (now a $20o,ooo,ooo-a-year industry, thanks 
to Dr. Carver) he produced a list, always out of date before 
it could be printed, though it numbers some 300 items from 
soup to nuts gastronomically, and including soap, metal pol- 
ish, plastic paper, axle grease." 

Dr. Carver could have been a wealthy man, but he refused 
to accept money for his hundreds of inventions. 

Rackham Holt wrote of how a representative of a great 
paint company came to see a color Dr. Carver had made from 
Macon County clay: 

" T)r. Carver,' said the expert, 'according to our observa- 
tions, this color is 70 times bluer than blue. We would like to 
put it on the market.' 

" 'No, no, no!' was the alarmed response. 'I don't want to 
commercialize it.' 

"This is the rule to which he firmly adhered. From all over 
America, from China, India, Japan, Russia, came emissaries or 
letters asking for help in problems. Often checks were in- 
cluded. Back would go the check, and the solution with it, 
whether it was how to dye cement or turn peanuts into lino- 
leum or into milk for babies in the Belgian Congo. In all his 
efforts he constantly asked himself, 'How can this be adapted 
to the requirements of humble people?' ' 

Dr. Carver's pioneering work on peanuts and sweet pota- 
toes has been followed up by other chemurgists. Progress has 
been made on a textile fiber from peanuts. A heat-insulating 
board, nearly equal to cork and much cheaper, has been made 
from peanut shells. Sweet potatoes are used for the manufac- 
ture of industrial alcohol, and for starch to make adhesives for 
stamps and envelopes. 



2O2 Miracles Ahead! 

The bulk of our heavy imports of tapioca for adhesives, 
puddings, and soups came from the Netherlands Indies until 
the Japanese took over. Now sweet potatoes, as well as white 
potatoes and waxy corn, are furnishing vital supplies of starch. 
Waxy corn, which originated in China, was developed in the 
United States by the Department of Agriculture in the past 
two years. It is an excellent substitute for tapioca. 

New Uses for Skimmed Milk 

Great strides have been made recently in using billions of 
pounds of skim milk the residue left after butterfat has been 
extracted for butter, table cream, or other purposes. The pro- 
tein-rich skim milk has been used to make casein for the slick 
coating on magazine paper, glues, plastic buttons, buckles, 
and water paints. But much of the skim milk was fed to live- 
stock for want of some better use. Now, however, casein 
from skim milk produces a warm, durable synthetic fiber, 
Aralac, used today in dress fabrics, hats, ties, scarfs, blankets. 
The new fiber blends well with wool, mohair, cotton, rayon. 
It is more expensive than rayon and cotton but less costly 
than wool and fur, and will help particularly to supplement 
our deficient supply of wool. 

The Soybean 

Another important source of protein needed by industry is 
the soybean. When these beans were imported from Man- 
churia years ago, self-respecting cows turned up their noses 
at them. Today these beans rank near the top of the list of 
cash crops. No other crop under the sun is quite like the soy- 
bean. It contains twice as much protein as meat, about twice 
the calcium of milk, and more than double the minerals of 
wheat. And, because of its rich oil and protein base, the soy- 



Fortunes in Agriculture 203 

bean can be used to make a great variety of products ranging 
from foods and soap to varnishes, textiles, and automobile 
parts. 

This incomplete list gives you a rough idea of what to ex- 
pect of the soybean in the future: 

Foods: substitutes for butter, lard, meat, coffee, and as 
flour, cooking and salad oil, and cereals. Clothing: substitutes 
for wool, cotton, leather, rubber. Cosmetics: soap, face cream, 
lipstick. Medicine, synthetic hormones, vitamin concentrates, 
medicinal oils. Home: paint, varnish, roofing, linoleum, dra- 
peries. Industry: lubricants, explosives, adhesives, automobile 
parts, printing ink. 

The Castor Bean a New Treasure 

Chemurgists have promoted the growing of many other 
crops with industrial uses. They believe, for example, that the 
castor bean may match the success of soybeans as a cash crop. 
Aside from its well-known medicinal use, castor oil is used in 
soap, paints, varnishes, inks, linoleum, artificial leather, dyes, 
and as a lubricant for automotive, aviation, and industrial en- 
gines. The fine, strong fiber of the plant may prove valuable 
for cordage and textiles and the rest of the stalk is convertible 
into cellulose for making plastics and many other products 
for the armed forces and civilians. We have imported millions 
of dollars' worth of castor beans from India and Brazil, and 
the raising of the beans in the United States has been discour- 
aged by low prices. But when the chemurgists get through, 
castor bean fields may rival the cornfields of Iowa. 

Flax Straw for Cigarette Paper 

A lot of cigarette paper goes up in smoke each year in the 
United States. Three years ago our cigarette manufacturers 



204 Miracles Ahead! 

were dependent upon paper made in France, Belgium, and 
other European countries from linen rags and old hemp sail- 
cloth. Today hundreds of tons of cigarette paper are made 
each year from flax straw produced in the United States. 
Flaxseed also is converted into linseed oil for paints and var- 
nishes. Flax will give the wheat-producing states another 
valuable cash crop. 

Hemp is another fiber crop that can be used in making 
cigarette paper, and it is also converted into rope, twine, and 
heavy thread. Hempseed is useful for oil. Ramie, chia, and 
perilla are small plants that may someday be important farm 
crops. Ramie is useful for fiber, and chia and perilla furnish 
oily seeds. Tung oil, made from the nuts of a tree and usually 
imported from China, is being produced in Florida and Louisi- 
ana. This valuable oil is needed to waterproof insulation on 
electrical equipment. English walnuts yield an oil for food 
and for soaps and paints. Ground walnut shells serve as a base 
for insecticides, plastics, firebrick, and dynamite. New uses 
for pecans, almonds, and filberts are being found every day. 

Our Own Herbs and Drugs 

Because of the excessive amount of hand labor required, we 
have preferred to import herbs and drugs from foreign coun- 
tries. But most of these products can be grown in the United 
States, and their production has been encouraged to take the 
place of imports cut by war conditions. 

Cotton By-Products 

Chemurgy also has been busy finding new uses for the 
older farm crops. First consider King Cotton, who has suf- 
fered several years from price-depressing surpluses. Machines 
have been developed to remove down or short fibers from 



Fortunes in Agriculture 205 

cottonseed. This down is called linters and is almost pure cel- 
lulose. It is used to produce rayon, plastics for fountain pens 
and automobile safety glass, moving-picture film, and explo- 
sives. Cotton stalks can be used for wallboard. Cottonseed oil 
is converted into vegetable shortening, margarine, and salad 
oil. 



Cottonleather 

Cottonleather, a heavy, woven cotton fabric impregnated 
with a plastic binder, has been developed by the Southern 
Friction Materials Company, near Charlotte, North Carolina. 
This tan-colored material is as hard, but also as flexible, as 
sole leather. The small plant rolled out the Cottonleather at 
the rate of a mile in four hours. When this output did not 
meet the demand, the company began licensing large manu- 
facturers to produce Cottonleather. The Bigelow-Sanford 
Carpet Co., Inc., also announced the development of a syn- 
thetic outer sole for shoes which it said would give 50 per 
cent more "mileage" than leather. It is made of tightly woven 
cotton treated under pressure with a synthetic resin to in- 
crease resistance to abrasion, heat, and moisture. Bigelow- 
Sanford believes the new product will become a permanent 
factor in the shoe industry. 

Cotton Fire Hose 

Cotton technologists in one of the four Regional Research 
Laboratories of the United States Department of Agriculture 
have found new uses for cotton cloth and yarn. Until re- 
cently all sandbags for military uses were made from jute or 
burlap, imported from India. Department of Agriculture re- 
search workers developed specially treated cotton fabrics that 
are satisfactory for sandbag purposes. These men also have 



206 Miracles Ahead! 

pressed research on the production of fire hose which would 
not require scarce rubber or linen. Large amounts of cotton 
fire-hose yarn will be used, opening another market for 
cotton. 

Cotton Roads 

Tire manufacturers long have used cotton fabric in tire 
carcasses. More recently "cotton roads" have been built in a 
number of states to try out a specially woven cotton mesh 
used as a reinforcement for asphalt highways. "Some day, 
perhaps," declared the National Association of Manufactur- 
ers, "you will ride on partly cotton roads in a partly cotton 
automobile on partly cotton tires to a picnic where you will 
use cotton seed oil on a salad which you will eat with a cotton- 
handled fork." 

Corn for Photographic Films 

Much of our corn is used to feed hogs and other farm 
animals. Millions of bushels also are converted into corn meal, 
cornstarch, corn syrup, and corn sugar by manufacturing 
plants. But chemurgists have shown us that the cornstalks and 
corncobs should not be ignored. They contain valuable cellu- 
lose used in the production of fibers, photographic films, 
plastics, and scores of other products. 

Oat Hulls in the Synthetic-Rubber Field 

The Industrial Bulletin of Arthur D. Little, Inc., points out 
that furfural, an old chemurgic product made from oat hulls, 
is getting a boost from the synthetic-rubber program which 
may give it a much bigger place in the postwar chemical 
world: 

"Furfural was introduced commercially in 1922 by the 
Quaker Oats Co., following a research program on the dispo- 



Fortunes in Agriculture 207 

sition of the oat hulls resulting from the milling of rolled 
oats. It is manufactured rather simply by the reaction of 
dilute sulfuric acid with the oat hulls and is a mobile pale- 
colored liquid with a pungent odor. ... It was first used in 
synthetic resin manufacture to react with phenol, as does 
formaldehyde in forming the phenol-formaldehyde, or bake- 
lite, type of resin. Phenol-furfural resins, which were developed 
before furfural became commercially available, are distinc- 
tive in some respects, including free flowing during molding; 
their uses include bonding of abrasive wheels and they are 
said to be used in cementing most U. S. electric light bulbs 
to their brass bases. 

"The largest use of furfural, however, has been as a solvent; 
in 1927 it was found useful for refining wood rosin, another 
chemurgic development, to produce a lighter-colored, more 
salable product. Since 1933 a number of plants using furfural 
in the solvent refining of lubricating oil and diesel fuel have 
been built. ... Its solvent action is responsible for furfural's 
place in the synthetic rubber program, where it will be used 
in a number of plants to purify butadiene by dissolving the 
butadiene and thus separating it from undesired reaction 
products." 

Several other farm crops are being used in the synthetic- 
rubber program. Alcohol from grains, and from high-test 
molasses, is converted into butadiene for the manufacture of 
Buna S rubber. And in June, 1943, the Ontario Paper Com- 
pany plant at Thorold, Ontario, began producing alcohol for 
rubber from waste sulphite liquor a by-product of the man- 
ufacture of sulphite pulp for paper. 

By-Products of Wood 

Mention of the Ontario plant serves to introduce the subject 
of wood chemistry. We are inclined to forget that a tree, like 
coal or oil, is a vegetable matter and can be made to produce 



2o8 Miracles Ahead! 

as many products as the others. Wood is a combination of 
cellulose, long hairlike fibers; a small amount of sugar; and 
lignin, a resin or natural glue that holds the fibers of cellulose 
together. Cellulose serves as the base for plastics, rayon, paper, 
and many other products. Lignin is the source of vanillin in 
vanilla extract, which is replacing the natural product since 
that supply was cut off by the war. Since it is a good adhesive, 
lignin is used to bind laminated and plywoods for the con- 
struction of airplanes. It also serves as a tanning agent for 
leather and produces an excellent, low-cost plastic. 

The millions of gallons of sulphite liquors which are 
dumped into streams and lakes by our paper mills contain valu- 
able lignin and sugar from wood. Therefore the plant at 
Thorold, Ontario, which uses the waste sulphite liquor, is a 
great step forward. It was made possible by the work of Dr. 
Donald F. Othmer and his associates at the Brooklyn (New 
York) Polytechnic Institute and uses a process far superior to 
that of the Nazis, the pioneers in this work. Dr. Othmer adds 
that the thousands of tons of sawdust which are burned each 
year are a gold mine of valuable chemicals. He treated one 
hundred pounds of sawdust with chemicals such as lye, lime, 
and sulphuric acid and obtained one hundred and twelve 
pounds of oxalic acid (used to make celluloid, rayon, explo- 
sives, leathers, etc.), twenty pounds of acetic acid, four pounds 
of formic acid, and six pounds of wood alcohol. Sawdust and 
wood chips also have been used by William H. Mason to 
make a valuable building material, Masonite. 

For many years the Northern spruce supplied the pulp- 
wood for newsprint. Then the late Dr. Charles E. Herty 
proved that the Southern pine, which grows rapidly on all 
sorts of land, could be used to make newsprint. Now the 
acres of Southern pine are paying farmers bigger dividends. 

Dr. Henry G. Knight, chief of the Bureau of Agricultural 
Chemistry and Engineering of the Department of Agricul- 



Fortunes in Agriculture 209 

ture, tells how another decidedly Southern industry that of 
naval stores has aided the war effort and will prove even 
more important in the future. 

"In the early days," he said, "this industry's principal prod- 
uct pine pitch was considered indispensable for caulking 
ships. Today the raw materials are rosin and turpentine al- 
most entirely. Their derivatives figure prominently in war 
materials. Thanks to turpentine and a farseeing synthetic 
chemical industry, we can now get synthetically the camphor 
we need for smokeless powder, plastics and other require- 
ments. Our scientists discovered some time ago that American 
turpentine is rich in pinenes and constitutes excellent raw 
material for synthetic camphor. Unlike World War I, when 
Japan was our ally, the supply of natural camphor is now 
completely shut off." 

No Soap Shortage Ahead 

Dr. Knight continues: 

"The supply of palm and coconut oils from the Pacific 
Islands is also shut off and fat and oils available for soap stock 
are steadily decreasing. We need fear no serious soap shortage, 
however, for we can look to rosin to supplement our soap 
stock. As this Bureau has shown, rosin is not a filler, but when 
judiciously used with soap oils it will make good soap. 

"The naval stores industry is not one of the big industries 
of this country. Nevertheless, some four to five hundred thou- 
sand people in the pinebelt from North Carolina to Eastern 
Texas depend on it in whole or part for a living. Today the 
pine resin, or 'pine gum' as it is called, is still converted into 
but two raw materials rosin and turpentine. But," he adds, 
"the natural resin complex, consisting largely of terpenes and 
diterpene, is, like coal tar, destined to become a source for a 
host of valuable chemicals chemicals which are not only im- 



2io Miracles Ahead! 

portant in the present emergency but which may play an im- 
portant role in the post-war economy of the South." 

Experts on wood chemistry emphasize that other natural 
resources, like coal, oil, and minerals, are exhaustible. But 
scientific reforestation and conservation measures can con- 
stantly replenish our supply of wood, and further research 
will open new markets to this valuable raw material. 

We now look at research in other fields. Here, too, we find 
new products and processes that will help the farmer grow 
better crops on the farm of tomorrow, and also enjoy life 
more while he is doing it. 

Soil Building 

The synthesis of ammonia to supply nitrogen for explosives 
will result in abundant supplies of low-cost fertilizer being 
available in postwar years to increase crops and enrich worn- 
out lands. When plants grow they remove nitrogen and other 
materials from the soil. If the plants die where they grow, 
most of these materials are returned to the soil. But when 
plants are removed from the soil these materials are lost, and 
they must be returned by the use of certain soil-building crops 
or by the application of fertilizer. 

In recent years the TVA has developed an excellent pro- 
gram of experiments with phosphate fertilizers and in the 
education of farmers for better agriculture. In two hundred 
years erosion by wind and water has ruined or impoverished 
about 282,000,000 acres in the United States. Water erosion 
takes more than 3,000,000,000 tons of soil from farmlands 
each year. Experts in the TVA and the Department of Agri- 
culture have shown farmers how to protect their land by ter- 
racing, strip cropping, contour plowing, check dams, and 
crop rotation. These methods make "running water walk off 
the land," thus keeping it from carrying away valuable top- 



Fortunes in Agriculture 211 

soil. They also protect the land from wind erosion. 

Government officials assure us that the all-out effort to raise 
"Food for Freedom" is not going to cause them to forget soil- 
conservation programs. 

"We had a good food administration in World War I, but 
we didn't have an agriculture program at all," they explain. 
"That was why the range of the great Western plains was 
ploughed up and planted to wheat and finally turned to 
dust. We have a program now and it will not include any dust 
bowls caused by wind erosion on unprotected land. There is 
a surplus of wheat, and that land which has been restored by 
tree planting and the return of Buffalo grass will remain a 
range just as it was cut out to be." 

Soil-less Agriculture 

In areas where the soil cannot be saved, or where there isn't 
enough soil to start with, the new soil-less agriculture can take 
over successfully. More than a dozen years of experiments in 
the cultivation of vegetable crops through water feeding, or 
hydroponics, rather than through soil feeding, has proved the 
value of soil-less agriculture. The pioneer in hydroponics is 
Professor W. F. Gericke of the University of California. He 
grew vegetables in shallow tanks of water to which the chemi- 
cal fertilizers had been added. The seeds were sown in a layer 
of sawdust or moss on wire netting just above the water into 
which the roots grew. 

In a letter to Lancelot Hogben, Professor Gericke gave 
details of the yields obtained by tank culture. Four basins, 
each providing 25 sq. ft. of water surface, yielded 1,224 
Ib. of ripe tomatoes. The 28 Ib. of chemicals required for this 
crop cost less than three cents a pound. A basin providing 
one-hundredth of an acre of water surface yielded 24.65 
bushels of potatoes. These were grown in the open and re- 



212 Miracles Ahead! 

quired 40 Ib. of salts. While large yields can also be obtained 
with cereals, the cost of chemicals is here so large an item that 
the method may not justify the cost of the equipment. 

Farming in the Desert 

Hogben believes "we can only guess at the wider implica- 
tions of this biotechnical advance." Plant growth is limited by 
three main factors: light energy, mineral salts, and water. 
Agricultural production has hitherto been confined to regions 
where the supply of these three essential elements is already 
adequate, or, as with the last two, where the local supply can 
be supplemented by manuring or irrigation without too much 
trouble or loss. The energy of sunlight goes to waste over the 
hot deserts where rainfall is scanty, and the sand will hold 
neither water nor salts. Tank culture, on the other hand, limits 
water loss to evaporation. 

The Great American Desert, and other wastelands in the 
United States, may be turned into farms and factories by 
hydroponics. And the city dweller may be able to balance his 
food budget and give his family a better diet by rigging up a 
soil-less garden in the living room. 

Growth-Promoting Techniques 

Exciting experiments have been conducted with growth- 
promoting substances. Scientists in the Bureau of Plant Indus- 
try of the Department of Agriculture have found that toma- 
toes can be made to produce seedless, more solidly meaty 
fruits by treating the plants with the fumes of naphthoxyacetic 
acid. Previous methods of promoting plant growth usually in- 
volved the use of sprays or even direct application of the sub- 
stances to the plants. The new method saves a lot of time and 
labor. 



Fortunes in Agriculture 213 

The Russians report that butylene gas has a stimulating 
effect on the growth of fruit trees. They enclose the trees in 
a tent for two weeks before the normal or desired leafing, and 
pass butylene gas into the tents for a period of one or two 
hours. Other experiments in the United States show that pota- 
toes will grow twice as fast and increase their yield if treated 
with propylene, a petroleum by-product. 

One of the most powerful growth-promoting substances is 
colchicine, a poisonous drug extracted from the roots of the 
ordinary autumn crocus. It acts on the chromosomes of seeds 
to create new varieties of giant plants. Soon you will be able 
to have blackberries, strawberries, tomatoes, radishes, and 
other fruits and vegetables two or three times the size of any 
present species. Giant garden flowers also will be available. 
Tobacco, cotton, sugar cane, and many other plants which 
furnish the farmer most of his income will be larger, of better 
quality, and more resistant to disease. 

Meteorologists are busy today telling Allied bombers when 
the weather will be right to go out and dump a load of bombs 
on German war plants. Important gains have been made in 
the long-term prediction of weather. All this knowledge will 
be on hand in the future to tell the farmer when to plant crops 
and when to expect trouble. Scientists are determined to "do 
something" about the weather, and this adds up to good news 
for the farmer. 

Making the Farm More Livable 

We have talked a lot about how abundant supplies of low- 
cost light metals, alloy steels, and plastics will revolutionize 
the construction of homes, airplanes, automobiles, and other 
postwar products. These materials will make better agricul- 
tural machinery, which can be sold at low prices and will be 
easier to keep in repair. This will mean that the farmer can 



Miracles Ahead! 

raise and harvest his crops with fewer man-hours of labor, 
and therefore at less production cost. We have already voted 
the jeep "the vehicle most likely to succeed" when it is grad- 
uated from the Army and goes to work for the farmer. 

Prefabricated farm buildings and dwellings, which can be 
assembled and demounted in a few hours, will bring better 
living and working conditions within the reach of many more 
farmers, as will the advance in radio, television, "walkie- 
talkie" phones, and other electronic devices. 

The revolution in transportation will also aid the farmer. 
No longer will his market for perishable products be re- 
stricted by distance from urban areas. Air-transport lines, 
using light cargo planes and helicopters for feeder-line service 
to isolated sections, will pick up his products and deliver 
factory-made goods to his door. Then, too, the dehydration 
and quick freezing of farm products, plus speedy air delivery 
to faraway lands, will broaden the farmer's market and help 
banish the fear of price-depressing surpluses. The paradox of 
surplus crops and starving people will be banished by lower- 
cost production and lower-cost, speedy transportation of 
farm products. 

All the above factors should add up to a shift of more peo- 
ple from crowded cities to "family-size farms" near urban 
areas. Two Harvard architects, Dr. Walter Gropius and Dr. 
Martin Wagner, envision a postwar America in which urban 
congestion would be relieved by new townships of five thou- 
sand persons, ranged along a network of superhighways. 
They contend that these tiny, factory-residential towns, sur- 
rounded by individual farm belts, would help empty the city 
slums and inaugurate a new era for millions of industrial 
workers and farmers. 

The National Association of Manufacturers comments that 
"the rise of small factories in rural communities has helped 
in some areas to provide work for farm labor needed only at 



Fortunes in Agriculture 215 

certain seasons. Such factories produce parts of products 
assembled by larger factories, or partly manufactured mate- 
rials to be completed elsewhere. In other fields of manufac- 
turing it has been found also that small plants in rural areas 
have advantages. If manufacturing continues to spread in this 
way, this movement too will aid in solving present farm 
problems." 

In its report on postwar planning the National Resources 
Planning Board noted that the war program had accelerated 
the spread of plants to small cities and towns throughout the 
country. It urged that plants in certain communities be oper- 
ated after the war to prevent the dislocation of farming and 
business life in those communities. 

As we see it, the farmer can look forward to a postwar 
world in which advances in chemurgy and many other fields 
will bring him a higher income and better living and working 
conditions. 



XIV 

FOOD FOR BUOYANT HEALTH 

THE MIRACLES AHEAD in food in our world of tomorrow will 
not be miracles of strange new concoctions. They will be 
miracles of enough food and enough of the right foods, for 
all the peoples of the world. This miracle, when it is accom- 
plished, will be a threefold accomplishment of education, pro- 
duction, and science. 

Even America, with our much-boasted high standard of 
living, has never been a well-fed nation. In 1929, our richest 
year, three-fourths of our people spent five hundred dollars 
or less per family for food. Three-fourths of our people lived 
on a diet that was principally oleomargarine, flour, canned 
milk, potatoes, and dried beans. Only one-fourth of our people 
in that, our richest, year were able to afford adequate or liberal 
diets, including the more expensive foods like fresh butter, 
eggs, vegetables, fruits and lean meats. 

Steibling and Ward, of the United States Bureau of Home 
Economics, contend that America has never produced enough 
food to give all its people a liberal diet, rich in meat, dairy 
products, and fresh vegetables. If the other three-fourths of 
our people are to have those foods, it would be necessary for 
our farmers, according to these economists, to produce 70 
per cent more cows, 35 per cent more beef cattle, 35 per cent 
more pigs, 35 per cent more poultry, 50 per cent more sheep, 
100 per cent more vegetables, and 100 per cent more fruits. 

Why, then, have we had periods of apparent surplus? Two 
reasons can cause crops to rot in one state while people live on 
a mere subsistence diet in another state: first, the people may 

216 



Food for Buoyant Health 217 

not have enough money to spend for a liberal diet even if the 
food were available in the markets; second, dislocations and 
inadequacies in transportation, farm labor, and factory help 
can be severe enough to cause failure to care for the crops. 

Urgent Need of Food Education 

As a nation we are probably better fed now than before the 
war. For we are being educated. 

We are being educated to think in terms of conserving our 
food supply. The Food Distribution Administration has given 
us some appalling figures on the waste of our food supply. 
According to them, the food wasted in American homes in 
1942 was sufficient to feed the entire population and the 
armed forces, too, for eight weeks. 

The armed forces and Lend-Lease took 1 3 per cent of our 
total food supply. American homes wasted 15 per cent of the 
total food supply. The total wastage of food, from the farm 
to the garbage pail, was 40 per cent. In other words, we 
wasted three times as much food as it took to feed our Army 
and to provide all the food sent abroad in Lend-Lease. 

We are being educated to stop this waste. And we are be- 
ing educated to think in terms of buying health when we buy 
food. Until the present emergency made the health of the 
nation a matter of acute concern, our interest in a really suf- 
ficient diet was moderate, to say the least. When enriched 
bread was first put on the market, many storekeepers intro- 
duced it and then stopped handling it. There was not enough 
consumer demand for the added value to enable the store- 
keeper to stock it. People went right on buying the same 
wrapper they had bought before, and the enriched bread lay 
on the shelf. Education is changing that situation. 

However, education still has a long way to go in changing 
the habits of the American public. It has long been a favorite 



2i8 Miracles Ahead! 

boast of many people that they don't "eat to live"; they "live 
to eat." But too often the man who "lives to eat" does not eat 
to live at the peak of his health. 

Dr. Victor G. Heiser, former staff member of the Rocke- 
feller Institute for Medical Research, agrees with other scien- 
tists that physical degeneration is the price modern man has 
paid for his present type of "progress." According to Dr. 
Heiser, recent experiments with rats fed the diets of two sec- 
tions of India illustrate vividly that "man is what he eats." 
One group of rats, fed the diet of the strong, hardy people of 
northern India, reached an age equivalent to fifty years of 
human life without disease. A second group of rats, fed the 
diet of the stunted and disease-ridden people of southern In- 
dia, were subject to thirty-nine diseases. 

Uninformed Buying 

Modern practices have processed the life-giving and health- 
giving vitamins and minerals out of our foods. Now it be- 
hooves the scientists to restore these vitamins and minerals to 
our foods, and the educators to teach us to demand these ele- 
ments in what we buy. 

Henry Borsook and William Huse, in their Public Affairs 
pamphlet Vitamins for Health, give this striking example of 
how "uneducated buying" can contribute to the vitamin de- 
ficiency of the nation: 

"Recently a Pasadena child brought the following sixteen 
items to school in his lunch box during a week: bread, butter, 
potato chips, chicken, bacon, mayonnaise, apple, banana, fruit 
salad, cooked peaches, strawberries, raisins, jelly, tomato, let- 
tuce, and cake. The child's diet was deficient in calcium and 
phosphate. It was adequate, without being abundant, in vita- 
min A and B . 

"Another child brought only six items in the course of the 



Food for Buoyant Health 219 

week: milk, bread, butter, mixed fruit salad, peanut butter, 
and carrots. These lunches were adequate in every respect." 



Wasted Minerals 

Not only are we being educated to make our dollars and 
points go further at the market, but housewives are being 
taught not to destroy the value they get at the market by 
wrong handling of food. We would laugh at a savage who, 
meeting an egg for the first time, threw away the inside of the 
egg and ate the shell. But far too many cooks have overcooked 
vegetables, thrown the minerals and the annihilated vitamins 
down the drain, and fed their family the husks "daintily ar- 
ranged for taste appeal." 

Miss Nichols, of the Food Distribution Administration, says 
that one of the most serious forms of waste is "hidden waste" 
of the vitamin content of food through improper handling 
such as squeezing orange juice the night before, and prepar- 
ing a vegetable salad several hours before eating, and cooking 
vegetables in too much water. 

An article in the magazine You, for fall, 1941, sums up the 
vital necessity of the mineral content of the body thus: 

"You are very watery. Your brains are 79 per cent water, 
your body as a whole is 70 per cent water. It is the other 30 
per cent of ingredients that makes all the difference between 
a puddle and a person. That vital 30 per cent is composed of 
proteins, fats, minerals, and carbohydrates, in that order. 

"Some seven pounds of you consists of a variety of metals 
ranging from salt to aluminum. Nobody has yet figured out 
what the aluminum is for, but at least 1 1 of the other minerals 
are as necessary to you as the steel girders are to a sky 
scraper. 

"All the iron in your body would make only five carpet 
tacks, but without it you would promptly smother to death, 



220 Miracles Ahead! 

for the oxygen you breathe could not be taken up by the 
body cells. 

"We often waste the most mineral-rich parts of our food. 
In animal foods, the minerals are most abundant in organs, 
blood, bone, eggs and milk. In vegetables, they are found 
mainly in the brown parts of grain and sugar, the peelings of 
fruits and root vegetables, and the outer green leaves of let- 
tuce all of which are usually thrown away. And since the 
usable inorganic matter in food dissolves easily, much of it is 
thrown out in the water in which our vegetables are cooked. 

"Your seven pounds of minerals might not mean much to 
the defense program, but they mean a lot to you in health 
and efficiency. It's worth your while to see that your diet 
contains enough mineral-providing foods, properly prepared." 

Yes, we can become much more educated on the subject of 
food, to the advantage of both our pocketbooks and our 
health. We may even catch up with the five-thousand-year- 
old knowledge of the Chinese on the value of the soybean. 

Napoleon Counted on Food 

Just as the emergency is teaching the housewife to make 
her market basket go further with less food in it, so this war, 
as earlier ones, will, through force of necessity, teach our 
food processors many things. Philip H. Van Itallie, in his 
article "Dehydrated Foods" in the summer (1943) issue of 
Predictions of Things to Come, tells us that Napoleon "early 
realized that the discovery of a foolproof method of preserving 
food from spoilage would give him one of the most effective 
weapons in his widespread campaigns. He offered a prize for 
the best solution to this problem common to all warriors, and 
Nicolas Appert was thus encouraged to give the world his 
discovery of the art of canning." 

Just as the Napoleonic Wars brought us the invention of 



Food for Buoyant Health 221 

canning, the first World War encouraged the development 
of frozen foods, and dehydrated foods are being perfected in 
World War II. 

Napoleon's most famous military observation was that an 
army travels on its stomach. Even in Napoleon's time, when a 
good day's march was less than forty miles, the problem of 
food supply was as serious as the problems of ordnance and 
military strategy. 

Today, when our mechanized Army rolls to a battle front 
at forty miles an hour, or flies to a battle front on the other 
side of the world at several hundred miles an hour, the prob- 
lem of "keeping up with the stomach" taxes our production, 
our processing, our transportation, and our ingenuity to the 
full. 

Just as the army of the fighting front marches to battle on 
its stomach, so the army of the home front must march to 
victory on its stomach. A nation geared to speed up must be 
nourished to sustain that tempo. 

Protein Shortages the Most Deadly 

When the end of fighting comes, the people will have a 
long road to march a road back to sanity, peace, and justice. 
And the army of peace, as the army of war, must march on 
its stomach. For peace does not come when the guns are 
silenced. Peace does not come so long as the specter of starva- 
tion stalks the land. For when the specter of starvation stalks 
the world, the specters of plague and pestilence follow in its 
wake. Dr. Paul R. Cannon, chairman of the department of 
pathology of the University of Chicago, has spoken grim 
words of warning on the inevitable aftermath of prolonged 
starvation. 

According to Dr. Cannon, the link which brings plague 
and pestilence in the wake of starvation is protein deficiency. 



222 Miracles Ahead! 

Our resistance to disease germs depends on substances called 
"antibodies." These antibodies are made up of proteins. When 
our diets are short of meat, cheese, eggs, and other proteins, 
our bodies are short of antibodies. 

"If the war goes on long enough," says Dr. Cannon, "pro- 
tein shortages will be the cause of Hitler's defeat. In all 
lengthy sieges of the past, the combination of hunger, famine 
and disease has contributed to the final capitulation. It also 
may play the determining role in the coming siege of Hitler's 
European fortress. 

"When people are undergoing severe malnutrition, neither 
slogans, propaganda, nor the fanfare of trumpets can induce 
them to struggle hopelessly against overwhelming odds." 

According to Dr. Cannon, the food intake in calories in 
the occupied countries is already far below standard 35 per 
cent below in Belgium, and yet lower in Greece and Poland. 
The death rate from tuberculosis is climbing in all the occu- 
pied countries, and typhus is prevalent in Poland. 

Dehydrated Foods to the Fore 

The problem of augmenting the food supply of Europe is 
a big problem now, and it will be a far bigger problem after 
the war. It will tax production, and tax transportation even 
more severely. Two of the most effective developments in 
waging the fight for Victory today can be the most effective 
aids in waging the fight for peace the cargo plane and de- 
hydrated foods. 

The two most expensive cargoes America has shipped to 
Europe in terms of value given for space required are air 
and water. Every time a convoy of ten ships goes out, if nine 
of the ships are filled with air and water, only one can carry 
food and the weapons of war. Yet every time ten shiploads 
of "standard" foods are sent to Europe, nine-tenths of the 



Food for Buoyant Health 223 

cargo is air and water. Therefore, it is the processors of dehy- 
drated foods who are helping lick the submarine menace now, 
and who will help banish the menace of pestilence and plague 
tomorrow. 

R. B. Tobin, formerly the dehydrated-food expert of the 
Beech-Nut Packing Company, has stated that one hundred 
cargo planes, loaded with dehydrated foods, could supply the 
daily food requirement of England. For example, a five-gallon 
container of dehydrated beets, when prepared for the table, 
will serve six hundred men. Also, says Mr. Tobin, dehydra- 
tion has a further advantage of not destroying the vitamin 
content of food. 

"For example," he says, "spinach loses 75 per cent of its 
vitamin Bi when canned. But in dehydrated spinach, the vita- 
min Bi is preserved almost 100 per cent. Canned peas lose 73 
per cent of Bi as compared to a loss of 10 to 20 per cent in 
dehydrated peas. Studies on meat show that there was less loss 
of vitamin Bi and 62 in dehydrated meat than in the canned 
form." 

Dehydration removes from 50 to 90 per cent of the bulk 
from food, and compression, or smashing out of the air under 
tremendous pressure, removes from 30 to 70 per cent of the 
remaining bulk. A compressed brick of potatoes the size of a 
pack of cigarettes, when prepared for the table, will serve 
four. A package the size of a shoe box will serve one hundred 
people. 

Dehydrated foods were introduced in the first World War. 
They did not "take." Any resemblance to the original flavor 
of the food was purely coincidental. The soldiers took one 
look at the pasty gray mess that was called potatoes, and de- 
cided that Sherman was right. They protested loud and long. 
When dehydrated foods were proposed in World War II, the 
Army eyed the subject askance. But when the shipping short- 
age became acute the Army decided to try again, and the 



224 Miracles Ahead! 

processors of dehydrated foods were urged to try a little 
harder. They did, and with happy results. Dehydrated pota- 
toes today, when "reconstituted" and served to the soldiers, 
are a far cry from the sorry spuds of the first World 
War. 

One of the most interesting packets of dehydrated food 
prepared for our soldiers today is the U ration, a packet to 
provide balanced meals for a group of men out on maneuvers 
which take them far from the mess hall. The list of foods 
available in the U-ration packet give us some idea of the 
striking range of foods now available in dehydrated form: 
tomato juice, whole- wheat cereal, sliced bacon, biscuits, lem- 
onade, coffee, bean soup, roast beef, quick-cooking rice, hard 
candy, meat and vegetable stew, dried prunes, apricot spread, 
root beer, gum drops, and canned butter. 

The canned butter provided in the U ration is the combina- 
tion of butter and hydrogenated vegetable fat which has been 
developed by Kraft. The mixture will not melt at 120 degrees, 
nor become rancid in tropic heat. 

Other foods now being successfully dehydrated are: car- 
rots, beets, corn, potatoes, spinach, celery, asparagus, bananas, 
pears, cranberries, peaches, grapes, and raspberries. 

For the duration most of the supply of commercially de- 
hydrated foods will be used by the Army. But already dehy- 
drators are on the market for home use. 

The Public Service Company of Chicago has given us the 
data on a simple method of home dehydration without special 
equipment: 

"The equipment needed is a wood frame with some ordi- 
nary cotton curtain netting stretched over it. This is placed 
on top the metal rack which is standard equipment in gas 
ovens. 

"First, steam vegetables to be dehydrated, using a tightly 
covered container and suspending vegetables above rapidly 



Food for Buoyant Health 225 

boiling water. Second, remove skin from vegetables or fruit. 
Third, cut vegetables into thin slices. (This does not apply 
to beans or leafy vegetables.) Fourth, put the slices on the 
cloth tray and place in the gas oven. Bring the oven tempera- 
ture to 150 degrees, leaving door open to permit air circula- 
tion. The vegetables will be completely dehydrated in four 
and one-half to six hours. 

"Vegetables are reduced to about one-fourth to one-ninth 
their original size. They may be stored for future use in glass 
jars. When wanted, they are soaked in water ordinarily 
about three hours and then the food is cooked as desired." 

Van Itallie says this of the food problem today, the bigger 
one of tomorrow, and the part dehydration may play in the 
solution: 

"If the war lasts several years more, and we are among 
those who think it will, the quantities of food which America 
will be called upon to conserve by all available means will 
become so staggering that every housewife will have to do her 
bit to reduce the load on the country's food preserving 
facilities. 

"We have only just begun to get a taste of it. No more 
canned pork and beans. The beans will keep indefinitely 
when dried, and to cook them is up to the individual house- 
wife. When canned food rationing comes upon us, there is 
bound to be a trend toward an even greater consumption of 
fresh foods, unless transportation facilities become so con- 
gested that there is not enough truck or railroad space to ac- 
commodate the bulk of fresh foods. Should this condition 
arise and the present scarcity of metals continue, then we will 
all be eating dehydrated foods, for these are the best answer 
to transportation shortages. They occupy a minimum of bulk 
and require a minimum of steel and tin. In fact, for domestic 
consumption, dehydrated foods can be packed in moisture- 
proof, cellophane-lined cardboard containers. For export, 



226 Miracles Ahead! 

however, tin cans will probably continue to be preferred, 
since determined rats make short work of cardboard. 

"There are 130 million of us in this country. Right now we 
are probably feeding 200 million. Before the war is over, we 
may be feeding three starving people abroad for every Ameri- 
can. And after the war it will take years to undo the malnu- 
trition and starvation now stalking this globe. As we see it, 
the dehydrated food industry, now coming of age, is destined 
to become America's next frontier of opportunity." 

The Mechanical Cow 

Another development is furnishing food to our fighting 
man today and will furnish a most vital food to the under- 
nourished millions of the postwar world. The invention is the 
"mechanical cow." The "mechanical cow," which is furnish- 
ing fresh milk on far-flung battlefields and on ships long at 
sea, works on the same principle as the plasma bank, which 
furnished blood for transfusions at outposts far from blood 
donors and blood banks. In the preparation of blood plasma 
the blood is dehydrated and the flaky powder that results can 
be shipped anywhere and kept indefinitely. When it is wanted 
for use, only sterile water is needed to turn it into blood again. 
Milk for the "mechanical cow" is broken into fats and solids. 
The solids are dehydrated. The fats are preserved in accord- 
ance with recent methods for keeping butter fresh in any 
climate and for indefinite periods of time. The milk pow- 
der and the butter can be shipped anywhere in the world. 
When it is wanted for use, it is only necessary to add water 
and to whirl the mixture of butter, milk powder, and water 
in a machine and, presto, fresh milk is ready to serve. The 
product is a far advance over any previous development in 
milk powders or dried milk. Not only has the "mechanical 
cow" made fresh milk available in unexpected places, but it 



Food for Buoyant Health 227 

has given our fighting men that favorite American dish ice 
cream. 

When we consider the vital part milk can play in curing 
the evils of malnutrition, and consider the availability of fresh 
milk thus made possible in any corner of the globe, we rate 
the "mechanical cow" along with the dehydrated and proc- 
essed foods of tomorrow as true bringers of a miracle world. 1 

1 Anheuser-Busch Inc., of St. Louis, announced on August 6, 1943, the 
production of synthetic beefsteak from a high protein type of yeast. In mak- 
ing the synthetic steak, yeast is mixed with water and molasses. This mixture 
is treated with ammonia, which converts the yeast to protein. During the 
process air is stirred into the substance and 12 hours later the "steaks" are 
ready. This product is being delivered to the Army and the Lend-Lease 
Administration, and after the war it will help put cheap, vitamin-filled food 
on postwar tables. It has the same amount of nutrition as steak and can be 
compared to beefsteak so far as value is concerned. 



XV 

MEDICINE LOOKS AHEAD 

THE MEDICAL PROGRESS of the future is heralded by the amaz- 
ing accomplishments of wartime medicine. 

Putting it statistically, look what happened to the wounded 
in the early period of the war. 

More than 97 per cent of Navy and Marine wounded from 
Pearl Harbor to March 31, 1943, have recovered, according 
to the Office of War Information. Of all Navy and Marine 
personnel wounded, only 2.6 per cent died subsequently. 
Fifty-three per cent were returned to duty. Still under treat- 
ment, as of March 31, were 43.5 per cent. Invalided from 
service were 0.9 per cent. 

Incomplete data on our Army casualties up to December, 
1942, showed a fatality rate of less than 4 per cent compared 
with 7.7 per cent in the first World War. In the Solomons 
fighting, deaths from abdominal wounds were less than 5 per 
cent. In the first World War 80 per cent of all abdominal 
wounds were fatal. In the original occupation of North Africa 
the only deaths were those of men killed outright or so badly 
wounded that nothing could have saved them. Four hundred 
soldiers who were badly burned by flaming oil during the 
landings were given blood-plasma transfusions. All but six 
were saved. 

New Medical Kit 

When "Johnny Doughboy" gets his gun he also gets in- 
oculations to make him immune to diseases which killed 

228 



Medicine Looks Ahead 229 

more men than bullets killed in other wars. He is fortified by 
vitamins C and K, the former to give quicker healing power 
and the latter to insure swifter coagulation of the blood in 
case of wounds. Then he is given "weapons" to fight infec- 
tion and is taught how to use them. 

Each man has fastened to his belt, easily removable, a first- 
aid packet, a package of sulfadiazine tablets an improved 
sulfa drug and sulfanilamide powder. If the soldier is hit he 
tries to take the sulfadiazine tablets. A special plastic container 
releases them into his hand one at a time, so that the hurt man 
will not spill them on the ground. He also dusts sulfa powder 
in his wound, and uses the first-aid packet. 

The Hospital Corps at the Front 

Generally, however, a hospital corpsman will have reached 
the soldier before he has had time to use his first-aid packet. 
Long experience has taught the Army and Navy doctors just 
how many corpsmen to assign to each group of fighting men. 
Often a corpsman is beside a wounded soldier a minute or two 
after he is hit. 

The corpsman carries a larger kit of supplies and admin- 
isters quickly to the soldier, giving him an injection of a drug 
which stops pain almost instantly and increases his ability to 
withstand the ordeal. This drug is carried in a new-type hypo- 
dermic which is marvelously simple and speedy to operate. 
The needle is already sterilized for instant use. After treat- 
ing the soldier the corpsman ties a tag to his belt telling what 
type of treatment was given, fixes a bit of gauze to a bayonet 
or stick to mark the place where the soldier is, and then goes 
forward to help some other man. 

Attracted by the white cloth, the litter bearers are next on 
the scene. They are not ordinary privates, picked at random 
to aid their buddies. They are trained men who know how to 



230 Miracles Ahead! 

administer first aid, how to lift a wounded man to avoid fur- 
ther injury, how to protect a fracture with splints. They 
have even amputated a leg or arm in order to save a life. Fur- 
thermore, these men work fast. In a few minutes a wounded 
man may be picked up and carried to a battalion hospital unit 
four hundred to one thousand yards back. The fallen man 
usually is picked up in less time than it takes an ambulance to 
reach a street accident in one of our large cities. 

The battalion aid station is a miniature hospital on wheels 
which goes wherever the soldier goes. It is staffed by two 
physicians and assistants, and has operating instruments, anes- 
thetics, sulfanilamide, opiates to relieve pain, hot drinks, and, 
most important, blood plasma to combat shock and loss of 
blood. 

Blood Plasma 

One of the greatest medical advances in the past twenty 
years is the use of blood plasma in transfusions. Until a few 
years ago a blood donor had to be matched with the person 
receiving the blood. If the two did not agree in type, clots 
were almost sure to form with fatal results. Now, however, 
plasma is used. This is the amber-colored liquid that remains 
after the red and white cells have been whirled out, as milk 
and cream are separated in a dairy, or allowed to settle. The 
water content of the plasma then is removed, and it is reduced 
to a dry yellow powder. This powder can be preserved, in 
vacuum, indefinitely and it can be restored to its natural state 
simply by putting the water back through the addition of dis- 
tilled water. 

The use of plasma saves time, and time is all-important in 
treating wounded men. No longer do we have to worry about 
blood types, because the substances that cause clots when 
blood types are mixed occur in the cells and not in the plasma. 



Medicine Looks Ahead 231 

Nor do we have to bring the soldier to the blood donor; the 
transfusion can go to him, and halt shock before it can get 
started. Officers say they have found that in bad burns it is 
the plasma that is lost. By immediate transfusions the liquid 
can be restored before death occurs. "You can see the impor- 
tance of this at once when you realize that an overwhelming 
percentage of the injuries incurred by the men in the armored 
corps are burns," said Major Richard D. Mudd, head of the 
department of Field Medicine and Surgery, Carlisle Barracks, 
Pennsylvania. 

The sulfa drugs, which keep down infection, and blood 
plasma, which fortifies a wounded man against the shock and 
puts new life into his veins, are perfect team mates to protect 
our fighting men now, and our working men and women in 
peacetime. 

Mobile X-Ray Unit 

The battalion aid station, where the wounded man may 
receive the first of several plasma transfusions, may be com- 
pared with the emergency room in an ordinary hospital. It 
provides swift, expert, lifesaving treatment and surgery. One 
of its mobile units, to which many a soldier owes his life, is 
the mobile X-ray machine. In the first World War these ma- 
chines were huge, clumsy affairs, not easily moved. The pres- 
ent battlefield X ray can go to the front with the soldier. 
Built so compactly that it can be fitted into three small trucks, 
it weighs only three hundred and ninety-nine pounds and can 
be assembled in thirty minutes. 

The soldier does not have to wait until he reaches a base 
hospital before X-ray pictures can be taken of his injury. This 
can be done an hour or so after the wound is received, and 
treatment begun immediately. Besides taking X-ray pictures, 
the machine also has a fluoroscopic screen through which 



232 Miracles Ahead! 

the physician can examine hidden injuries. It permits a physi- 
cian to locate a bullet, shell fragments, bits of masonry, and 
other foreign bodies within a minute after the wounded man 
is placed under the machine. 

The soldier usually remains at the battalion aid station a 
day or less and then is taken by ambulance jeep, or other con- 
veyance, back to the collecting station, which also is mobile 
and can be brought up near the front lines. Here a complete 
record of the injury is made, with recommendations of the 
doctors who have examined and treated the soldier. 

From the collecting stations the more seriously wounded 
are evacuated to field hospitals or evacuation hospitals. These 
are usually five to seven miles back of the battle line. But, as 
they are highly mobile, they can be brought up to the front. 
They travel on six wheels, can move rapidly over soft or 
rough ground, and are ready for instant use. These units have 
the most modern medical and surgical equipment and are 
staffed by expert surgeons, including specialists for all kinds 
of injuries. Compound fractures (in which bones are broken 
and flesh also is torn) are cleaned, sprinkled with sulfa drugs, 
and the leg or arm is then encased in plaster. 

The "Closed Treatment" for Fractures 

This revolutionary "closed treatment" of fractures was de- 
veloped by two surgeons who did not like the old method of 
dressing the wound draining it and constantly washing it 
with antiseptics. The method worked but not often enough 
to suit them. One of these surgeons was Winnett Orr, an 
American. As a military surgeon with the American Army in 
France during the first World War, Orr had the problem o 
bringing home many men with compound fractures. He de- 
cided to use plaster casts to protect them on the rough voyage 
home. 



Medicine Looks Ahead 233 

In cases where the fracture wound was healing, Orr en- 
cased it in plaster. But in cases where the wound was still 
infected, he made a plaster cast with a sort of window which 
allowed him to dress the wound daily. When he got home and 
began to take off the casts, Orr discovered something strange. 
The closed casts, which should have caused trouble because 
they didn't permit regular dressing of the wound, appeared 
to have speeded the healing of the wounds. The legs and arms 
encased in casts with windows for daily dressing and drainage 
did not show much improvement. 

Orr thought this all over and wrote a paper which sug- 
gested that leaving the wound undisturbed, and letting nature 
take its course, was more important than daily treatments. 
No one paid much attention to the paper, but Orr began to 
use his method and it worked better than any other. His 
patients, and curious doctors, were annoyed by the overpow- 
ering smell of the casts after a week or two. Surely the leg or 
arm must be rotting away under the cast. But when Orr inves- 
tigated he found that the wound was healing rapidly. It was 
not, however, until Orr used his cast treatment successfully 
on stubborn osteomyelitis cases (bone infections) that a num- 
ber of surgeons began to follow his methods. 

Several thousand miles away, in Spain, Jose Trueta, chief 
surgeon of the General Hospital of Catalonia, was using Orr's 
method. When the Spanish Civil War broke out, Trueta's 
hospital served as a base hospital for the Spanish Republican 
Army and he soon was busy on fracture cases from the front 
lines and the bomb-shattered buildings of Barcelona. He cut 
away the dead and dying tissue from hundreds of shattered 
legs and arms, aligned the fragments of bone, cleaned the 
wounds, packed them with gauze, and put them in plaster 
casts. When the odor of the casts got too strong he took 
them off, cleaned the already healing wounds, and put fresh 
casts on. 



234 Miracles Ahead! 

When the war ended, word of Trueta's remarkable suc- 
cess spread far and wide. Trueta, who had fled to London, 
gradually won the support of British surgeons, and when 
World War II came they lost no time in adopting the Trueta- 
Orr method. No one worried any more about the smelly casts. 
Fractures make up about 60 per cent of all war injuries, and 
those casts have worked with a death rate of less than one 
per cent. 

The Base Hospital 

Farthest back are the great general, or base, hospitals. These 
are not mobile and are far removed from the battle area, some- 
times several hundred miles. The general hospitals have one 
thousand beds or more, and are the equal of the most elabo- 
rate city hospitals. The men may remain here until they are 
entirely cured and returned to duty, or they may be sent to 
general and convalescent hospitals in the United States huge 
well-equipped and well-staffed institutions maintained in vari- 
ous parts of the country by the Army and Navy. 

"Often the trip to the home hospital is made by ambulance 
plane," states the OWI report on Recovery of American 
Wounded. "There have been cases of men wounded on some 
distant battlefield several thousand miles away reaching this 
country faster than the report of their wounding; of a cheer- 
ful 'Hi, Mom!' over long-distance telephone informing a 
mother of her son's safe return. 

"One soldier, with a severe abdominal wound, was brought 
by ambulance from Egypt in 72 hours, and is now recovering 
rapidly in an Army hospital. Others have been flown from 
the Far East, Europe, India, Africa. The fact that a man 
knows he can be home in a couple of days from almost any 
part of the world is a tremendous morale-builder." 

Pointing out that in this war there are no rigid and distinct 



Medicine Looks Ahead 235 

battle lines, the OWI says this requires that our medical-care 
organization be ready to change on a moment's notice. That 
is why our medical officers are trained to adapt themselves to 
all conditions, and is the reason for our mobile hospital units. 

Mobile Bacteriological Laboratory 

Among the other mobile equipment are a bacteriological 
laboratory, a miniature health department on wheels, which 
tests water, food, and determines the nature of any disease 
which may attack the troops; the traveling optical laboratory, 
one of the newest and most interesting of the mobile units, 
which can supply a soldier with new glasses in a few hours 
after his are broken or lost; the mobile dental unit, with an 
easily moved dental chair and all equipment necessary to care 
for the teeth of our fighting men; mobile water purifiers, 
which go with troops to foreign territory and purify all the 
water drunk by our men regardless of any guarantee of its 
harmlessness. 

Ambulance trains are used to transfer men from evacua- 
tion points to base hospitals abroad. The first of these trains 
was turned over to us by the British under Lend-Lease. These 
trains have six ward cars, a car for sitting-up patients, a 
pharmacy car and other cars for storing materials, as well as 
operating rooms and special compartments for psychiatric 
cases. 

"Month after month of work, research and experiment have 
gone into development of our Army and Navy medical equip- 
ment," reports the OWI. "This has resulted in such inventions 
as folding litters and folding leg and arm splints, which may 
be packed in small spaces for use in battle areas; the jungle 
kit, carried by men on duty in the tropics, containing appara- 
tus for counteracting snakebite, various kinds of drugs from 
aspirin to atabrin (for malaria), salt tablets to prevent heat 



236 Miracles Ahead! 

cramps, and a liquid which, spread on the skin, keeps insects 
away; the arctic kit, for troops in northern countries, with 
materials for the prevention and cure of freezing and frost 
bite, and 'multi-vitamins/ to keep men strong and healthy 
even on limited rations." 

Since this war is being fought in many parts of the world, 
doctors assigned to troops in these areas are skilled in keeping 
men fit in extreme temperatures. Physicians assigned to tank 
corps are expert in treating men subjected to terrific noise and 
heat; doctors attached to submarine squadrons study reactions 
to pressure; doctors specially trained in the effects of high 
altitudes are assigned to aircraft units. If a doctor is assigned 
to a ski-troop section, he must be able to handle skis himself. 
If he is sent to a paratroop outfit, he must know how to use a 
parachute. He jumps with his men and floats heavier pieces of 
medical equipment down by separate parachute. Wherever 
our men fight, they are never far from the best of medical 
care. 

The Navy's Hospital Ships 

The success of a certain hospital ship, says the OWI, is one 
of the Navy's proudest achievements. During an extended 
period beginning with the Solomon Islands offensive in Aug- 
ust, 1942, this floating hospital cared for 4,039 patients 
men wounded by bullets, shell fragments; men terribly 
burned, lacerated. Among these 4,039 cases, only seven deaths 
occurred a mortality rate of 0.18 per cent! 

The Navy's hospital ships correspond to the mobile surgical 
units that serve our land forces. These ships are staffed by 
expert surgeons and doctors, and their equipment is the equal 
of that in the best city hospital. They are used not only by 
naval forces but by land forces. They may move in close to 
land so that wounded men can be transferred to them from 



Medicine Looks Ahead 237 

field hospitals. Battleships and aircraft carriers have their own 
hospital units, all complete. Smaller war vessels may depend 
on the hospital ship. 

Special boats are used by the Navy to rescue men from 
sinking vessels or aircraft disasters over water. When an air- 
craft goes down, fast rescue craft which skim along shallow 
creeks to the scene bring survivors ashore at speeds of fifty 
to sixty miles an hour. 

In its report on care of the wounded, the OWI pointed out 
that "it does not take into account other safeguards for the 
well-being of service men; how we rehabilitate wounded men 
in our great Army and Navy hospitals in this country, how 
plastic surgery restores mutilated faces so perfectly that only 
a physician can be certain any change from the original has 
taken place; how paralyzed limbs are returned to full useful- 
ness by massage, exercise, and treatment by special apparatus; 
how a method replaces skin destroyed by burns, how therapy 
brings back to normal minds which have not withstood the 
shock of war, brings them back so completely that often they 
are stronger than before their brief retreat." 

The Magical Sulfa Drugs 

Army and Navy doctors, and research workers in labora- 
tories throughout the nation, are searching ceaselessly for new 
weapons against infection and disease. We have reason to feel 
that in the future the peacetime conquests of medicine will 
save many more lives than the war takes. 

In his book Behind the Sulfa Drugs: A Short History of 
Chemotherapy, Dr. lago Galdston writes: 1 

"The sulfonamide compounds have proved to be the great- 
est achievement in therapy, with the competence to save more 

1 Galdston, lago, Behind the Sulfa Drugs. New York, D. Appleton- 
Century Co., Inc., 1943. 



238 Miracles Ahead! 

lives than any other group of agents employed in the treat- 
ment of disease." 

Dr. Paul Ehrlich, the German-Jewish genius, found that 
germs absorbed coal-tar dyes and became visible under the 
microscope. He hoped to discover a dye that would not only 
color the germs but kill them. In 1910 Dr. Ehrlich perfected 
the arsenical compound salvarsan ("606") the "magic bul- 
let" that cures syphilis, and the first of the great modern 
chemical agents for the war against disease. 

Two years earlier, in 1908, P. Gelmo, a young student at 
the University of Vienna, described the preparation of a coal- 
tar compound, sulfanilamide, in a paper for his doctor's de- 
gree. Little more is known of this trail blazer. A year later, 
chemists of the I.G. Farbenindustrie, German dye trust, dis- 
covered that sulfanilamide could be united with other chemi- 
cals to make colors exceptionally fast. This dye combined 
strongly with the proteins in wool and silk. Some scientists 
ventured the opinion that sulfanilamide might have an equal 
affinity for the proteins of parasites causing disease, but little 
was done along this line for several years. 

In 1935 Dr. Gerhard Domagk, a German pathologist, pub- 
lished the results of experiments with prontosil, a brick-red 
powder. Scientists in other countries soon discovered that 
prontosil was a combination of sulfanilamide and a red dye, 
and that sulfanilamide alone did the work. 

"The British," writes David Dietz, Scripps-Howard science 
editor, "gave the task of testing the new drug to one of their 
most distinguished men, Dr. Leonard Colebrook of Queen 
Charlotte's Hospital in London. He was the leading authority 
on childbed fever, which sets in so frequently after childbirth 
and until then had proved fatal in one out of every four 
cases. 

"In 1936 Dr. Colebrook treated 64 cases with the new drug 
and saved the lives of 61 mothers. Sulfanilamide had cut the 



Medicine Looks Ahead 239 

mortality rate from 25 to less than 5 per cent. He made his 
report in London that summer at the International Congress 
of Microbiology. In the audience was Dr. Perrin Long of 
Johns Hopkins Hospital, who hurried home to Baltimore and 
began to try the drug, first on mice and then on men. 

"America first became aware of sulfanilamide just before 
the end of 1936, when Dr. Long was called in to use the new 
drug on the son of the President Franklin D. Roosevelt Jr., 
then a student at Harvard. Young Roosevelt had been taken 
to a Boston hospital with a "strep" throat. From that time on 
sulfanilamide and its derivatives have passed from one success 
to another." 

Sulfanilamide the "mother drug" proved successful in 
the fighting of thirty different bacterial diseases. The list of 
diseases that it will combat reads like the label on a patent- 
medicine bottle, but, unlike the patent medicines, the sulfa 
drug really worked. It did, however, have toxic effects on 
patients nausea, dizziness, fever. So scientists analyzed sul- 
fanilamide and sought to produce derivatives that would kill 
germs and still not harm the body. 

Sulfanilamide is a complex molecule of carbon, hydrogen, 
nitrogen, oxygen, and sulphur. By adding other molecules of 
carbon, hydrogen, oxygen, and sulphur, chemists obtained the 
various derivatives of sulfanilamide. 

Sulf apyridine proved to be more effective than the "mother 
drug" in fighting certain types of pneumonia and gonorrhea. 
Its toxic effects were about equal to sulfanilamide, but since it 
worked faster it could be used with less danger to the patient. 

Sulfathiazole has been equally effective against most dis- 
eases and is far less toxic than the other two drugs. Peritonitis, 
the deadly infection resulting from a burst appendix, has lost 
its terror because of sulfathiazole. 

Sulfadiazine appears to be far less toxic than the others and 
much more powerful as a germ killer. It can even be used to 



240 Miracles Ahead! 

clear up toxic conditions resulting from the use of the other 
sulfa drugs. Sulfadiazine also is proving highly successful in 
both military and civilian life as a treatment for burns. It can 
be sprayed directly on the burns, and acts swiftly to relieve 
the pain. The drug leaves a soft, flexible scar; speeds the 
growth of new skin; and has none of the harmful properties 
of tannic acid, a widely used treatment for burns. 

Sulfaguanidine was developed specifically to fight diseases 
of the intestinal tract, which the other four drugs don't attack 
effectively. It is particularly useful in the treatment of bacil- 
lary dysentery, a disease that has ravaged armies throughout 
history. The drug clears up most cases within three to five 
days, and the soldier does not need to be hospitalized. 

Since the different germs pneumococcus, streptococcus, 
staphylococcus, gonococcus, and others may produce a wide 
variety of diseases, chemists are constantly seeking other sulfa 
derivatives to combat them. 1 Sulfasuxidine, or succinyl-sulfa- 
thiazole, has proved useful in clearing up infections of the gas- 
trointestinal tract. But in May, 1943, there appeared a new 
sulfa drug phthalyl-sulfathiazole which is expected to be a 
more powerful weapon against intestinal infections, such as 
dysentery, than any of its relatives. It has two to four times 
the germ-checking power of sulfasuxidine. Doses by mouth 
at four-hour intervals have produced no toxic symptoms in 
dog or man. 

Thousands of people are alive today because sulfa drugs 
defended them against disease germs that would have proved 
fatal a few years ago. In five years these wonder drugs have 
cut the death rate in pneumonia almost two-thirds and in 
appendicitis 35 per cent. Gas gangrene, which is caused by a 

1 More than one thousand other sulfa derivatives are being studied today 
by chemists. The latest sulfa derivative sulfamerazine has proved to be 
even less toxic than sulfadiazine, which had been considered in most cases 
the most powerful and the least toxic of these drugs. 



Medicine Looks Ahead 241 

bacillus and not by poison gases, no longer is a great menace 
to the wounded soldier because of sulfa powder. 

Meningitis, inflammation of the membranes that envelop 
the brain and spinal cord, was one of the plagues of the first 
World War. It may be caused by the meningococcus, the 
tubercle bacillus, the pneumococcus, the streptococcus, or the 
haemophilus influenzae. Meningitis due to the meningococcus 
can be treated with serum and sulfanilamide. Deaths probably 
could be cut to five per one hundred cases by a prompt use of 
sulfanilamide and sulfapyridine. Meningitis due to strepto- 
coccus and haemophilus influenzae is harder to combat. Sul- 
fanilamide has pulled 65 per cent of the patients through the 
first, and sulfadiazine and serum have changed the 100 per 
cent mortality of the second to a 70 per cent recovery. 

Gonorrhea, which afflicts an estimated twelve million or 
more persons in the United States, is probably the most fre- 
quent cause of sterility in both sexes and often leads to other 
serious ailments. In terms of relative prevalence, gonorrhea is 
four to eight times as common in the armed forces as syphilis 
now being treated speedily by the new arsenic drug ma- 
pharsen. Remarkable results have been achieved with sulf athia- 
zole and other sulfa drugs in the treatment of gonorrhea. And 
now the Army and Navy are conducting tests which indicate 
that sulfathiazole prophylaxis will prevent gonorrhea. The 
giving of sulfathiazole to men before and after exposure re- 
duced the incidence of the disease in a test group to a yearly 
level of 8 per thousand as compared with 171 per thousand in 
the control group. 

Commenting on the test, the Journal of the American 
Medical Association said: 

"It is our opinion that, under certain conditions and in a final 
form yet to be developed, prophylactic sulfathiazole adminis- 
tration would produce a remarkable gonorrhea decline in the 
Army. Certain dangers are involved in administering the drug, 



242 Miracles Ahead! 

particularly on a large scale. In view of the magnitude of the 
venereal disease problem and its effect on man days lost, we 
believe the risks are justified." 

Erysipelas, impetigo, scarlet fever, tonsilitis, and diseases of 
the ear all are being routed by the sulfa drugs, and new 
marvels of healing will be performed in the future by these 
"magic bullets." 

It appears that these drugs don't kill disease germs. Dr. 
Galdston explains that they seem to do their work by making 
it impossible for the particular bacteria to feed. The starved 
bacteria cannot multiply for an all-out attack on the body, 
so the body's armed forces its white blood cells and immune 
bodies counterattack and kill off the bacteria. But all the 
actions of the sulfa drugs have not been explained by scien- 
tists, and more is being learned about them every day. This 
knowledge will help doctors use the sulfa drugs in such a way 
as to avoid toxic effects on patients, and speed up the germ- 
fighting action of the drugs. 

Penicillin Germ Destroyer 

Although great strides have been made in the conquest of 
disease by the use of sulfa drugs, a newcomer penicillin 
is favored by many to win the germ-killing championship in 
the near future. The Journal of the A.M.A. hails it as "far 
superior to any of the sulfonamides" in the treating of in- 
fected wounds and burns. Penicillin is an extract from a com- 
mon mold, penicillium notatum, similar to the molds that 
occur in cheese and bread. It was accidentally discovered in 
1929 by Dr. Alexander Fleming, an English bacteriologist. 
The mold contaminated some culture plates while he was 
searching for an influenza-causing organism, and was ob- 
served to check the growth of some other organisms. Broth 
cultures of the mold were found to contain an antibacterial 
substance, later named penicillin. The first work was not fol- 



Medicine Looks Ahead 243 

lowed up immediately, but in 1940 and 1941 a group of medi- 
cal students at Oxford conducted careful experiments with 
the drug. 

One of these men, Dr. H. W. Florey, visited the United 
States in 1941 and interested Drs. R. D. Coghill and A. J. 
Meyer of the United States Department of Agriculture in 
launching experiments in the culture and purification of peni- 
cillin. This work, at the Agriculture Department's laboratory 
in Peoria, Illinois, proved invaluable in developing produc- 
tion. A number of commercial drug houses Merck & Co., 
E. R. Squibb & Sons, Charles Pfizer & Co., and Lederle Labo- 
ratories began manufacturing penicillin in 1943. 

Penicillin is perhaps the most powerful bacteria-killing 
agent known to man. It can destroy disease-producing germs 
even when dissolved in 100,000,000 parts of water. Aside 
from being more powerful than the sulfa drugs, penicillin has 
given no toxic reactions even from the largest dosage. More 
important, penicillin has been found highly effective against 
the pus-causing bacteria (staphylococcus aureus) responsible 
for pimples and boils, and also against such serious infections 
as acute and chronic osteomyelitis, or bone infections; cellu- 
litis, or inflammation of connective tissue; carbuncles of the 
lip and face; empyema of the chest pus in the chest and a 
type of pneumonia caused by this germ. On the other hand, 
the sulfa drugs have proved of only limited value against 
staphylococcus infections. In several cases penicillin quickly 
cleared up such infections after the sulfa drugs had failed and 
a fatal outcome seemed probable. 

The first military tests of penicillin began in the summer of 
1943 at the Bushnell General Hospital, Brigham City, Utah, 
by order of Major General James C. Magee, Surgeon General 
of the Army. The Committee on Medical Research of the 
Office of Scientific Research and Development reported in the 
Journal of the A.M. A. that results of the Army tests were "so 
encouraging that plans are now in process for undertaking 



244 Miracles Ahead! 

similar wound studies in ten general Army hospitals." The use 
of penicillin on venereal disease will be tested in six other mili- 
tary hospitals. 

The production of penicillin from mold, however, is a dif- 
ficult and space-consuming operation, and until the problem 
of large-scale production is solved the limited supply avail- 
able will go almost entirely to the Army and Navy. A small 
amount is being used in a series of controlled tests in twenty 
civilian hospitals. 

Production problems were discussed by Dr. A. N. Richards, 
chairman of the Committee on Medical Research. 

"The difficulties which confront large-scale production," 
he said, "arise chiefly from the fact that in the metabolism of 
the mold only very minute amounts of penicillin are formed, 
and those only after days of growth. 

"A yield of as much as one gram [about three-hundredths 
of an ounce] of the purified product from 20 liters [a liter is 
about a quart] of culture fluid would be regarded as excep- 
tionally high." * 

But if chemists are able to take penicillin apart and see what 
it is made of they may be able to synthesize it in the labora- 
tory. This would make available larger amounts of this valu- 
able drug at low cost. Scientists have been working on this 
problem for several years, and a recent article in the British 
Journal of Experimental Pathology indicates that penicillin 
may be a complex member of the very large coal-tar group of 
compounds. Thus penicillin may eventually be synthesized 
from coal-tar compounds. 

1 A method that makes penicillin available to a much larger number of 
civilian patients was reported in Science, official organ of the American 
Association for the Advancement of Science, by Dr. George H. Robinson 
and Dr. James E. Wallace of the Allegheny General Hospital, Pittsburgh, 
Pa. The new method consists of applying gauze saturated with the living 
green mold to the patients infection, thus allowing the mold to manufac- 
ture its penicillin directly on the site of the infection. 



Medicine Looks Ahead 245 

"When the structure of penicillin becomes known," de- 
clares Arthur D. Little, Inc., Chemists-Engineers, "research 
on its production and use will undoubtedly proceed much 
more rapidly and perhaps compounds will be found which 
are structurally similar and equally active but easier to use. 
It is indeed possible that a whole new class of chemothera- 
peutic materials similar to penicillin will be opened up and 
that penicillin will be overshadowed as sulfanilamide has been 
by some of its derivatives." 

Already a second and more potent germ-killing drug has 
been discovered in the mold penicillium notatum. The new 
derivative, called penatin, was reported by Dr. Walter 
Kochalaty of the University of Pennsylvania. Penatin is more 
powerful than penicillin, but also is active against disease 
germs which are hardly affected by penicillin. Not one of 
fifty disease-causing and nondisease-causing organisms could 
resist penatin in dilutions of one to ten million parts and some- 
times in dilutions of one to four hundred million. 

Gramicidin New Microbe Killer 

In 1940 Dr. Rene J. Dubos announced that he had ex- 
tracted from a special strain of soil bacteria a chemical sub- 
stance he named gramicidin, which had proved the most 
powerful microbe killer until then known to man. Gramicidin 
was found, however, to be highly toxic to animals as well as 
to bacteria, and it had to take a back seat while penicillin 
exhibited its miraculous germ-killing powers. Meanwhile Dr. 
Wallace E. Herrell and Dr. Dorothy Heilman of the Mayo 
Clinic sought to determine how gramicidin produced its toxic 
effects on animals. They found that along with its powerful 
germicidal action it also had the power to break down red 
blood cells by the process known as hemolysis. 

It was concluded, therefore, that the chemical could be used 
safely in local applications where it was not necessary to put 



246 Miracles Ahead! 

it in the blood stream. Tests on animals proved this was the 
case, and gramicidin also has been used effectively on sinus 
infections, infections of the bladder, infected but not bleed- 
ing wounds, ulcers, and empyema from pneumonia. Drs. 
Charles H. Remmelkamp and Chester S. Keefer of the Massa- 
chusetts Memorial Hospital, Boston, reported that sinus infec- 
tions were cleared up within forty-eight hours. Severe blad- 
der infections that the sulfa drugs did not affect were cured 
within one week. 



Streptothricin Another Microbe Killer 

Working under the old adage that "the smallest bugs have 
smaller bugs which live upon and bite them," Dr. Selman A. 
Waksman, of Rutgers University, and Dr. H. Boyd Wood- 
ruff, of the New Jersey Agricultural Experiment Station, have 
found other germ-killing substances in a fungus which grows 
rampant in the soil. They reported that one of these sub- 
stances, Streptothricin, is so potent that a solution of one part 
in one million would kill millions of the deadly streptococcus 
germs. Nine or more of these germ killers have been isolated 
and work is proceeding on them. 

The chief difficulty in using them to fight disease has been 
their extreme toxicity both to the germs and to animals. But 
Streptothricin, closely related to gramicidin, is far less toxic 
and is said to show very promising results for possible human 
treatment. 

Quinine Substitutes 

When Japanese forces swept through the Far East they got 
control of 95 per cent of the world's quinine supply needed 
to combat deadly malaria. But American chemists were able 



Medicine Looks Ahead 247 

to produce a good substitute, atabrin, because of work done 
by Japan's ally, Germany. Atabrine was developed in the 
1920*8 by I.G. Farbenindustrie. If administered in heavy doses 
under medical supervision, atabrin will cure or check malaria. 
Another chemical agent, plasmochin, kills the gametacytes, 
the reproductive form of the malaria parasite. When the 
anopheline mosquito bites a person infected with malaria it 
sucks up the gametacytes, and then it spreads these deadly 
parasites to all whom it bites. 

"Health Bomb" for Mosquitoes 

This is why it is important to drain and spray swamps. If 
the mosquitoes are destroyed they cannot carry the gameta- 
cytes from an infected person to a new victim. Naval officers 
point out, however, that it is difficult for shock troops land- 
ing under fire to fight malaria and the enemy simultaneously. 
"You can't stop to dig ditches and put up screens while the 
enemy bullets are whistling over your head on the beach," 
they add. When troops go into action in malarial country 
they are protected with new types of insect repellent which 
will keep mosquitoes away for several hours. The Army also 
has developed a "health bomb" containing what is said to be 
the most powerful insecticide yet developed. It is made from 
sesame oil, freon, and pyrethrum, and is packed in six-inch 
metal pressure containers. 

With this device, soldiers can destroy every deadly insect 
in barracks and dugouts in an amazingly short time. Cargo 
and transport planes returning to America from malaria- 
infested areas can be rid of disease-laden insects in flight long 
before there is any danger of bringing these dangerous stow- 
aways into the United States. The Army hopes these "bombs" 
will reduce the casualty rate of past wars, in which disease has 



248 Miracles Ahead! 

carried off as many men as did bullets. One military authority 
said the device may save more American lives than any other 
single invention of the war to date. 

Colonel George F. Spann predicted that the new insecti- 
cide, which was developed by a Department of Agriculture 
chemist, would prove equally popular with civilians after the 
war. "It can fumigate a house in a few minutes or annihilate 
the crawling, buzzing 'gremlins' that take the joy out of fish- 
ing, hunting, camping or picnicking," he declared. 

Waging War on Epidemic Diseases 

Finally Army doctors reported in May, 1943, that they had 
developed a new treatment for malaria that gave promise of 
"amazing" results. It was said to allow the victim to recover 
strength and weight rapidly, and to end the recurrent chills and 
fever caused by malaria. That was all they would say about 
the treatment at that time. It should prove to be worth its 
weight in gold in postwar years. Throughout the world eight 
hundred million people suffer from malaria every year, and 
three million of them die. 

In his book Plague on Us, 1 Geddes Smith writes that "the 
great urban cholera and typhoid epidemics of the ipth cen- 
tury were a logical consequence of practices that no well- 
bred housecat would countenance." 

He quotes the description of one city's water supply given 
by a health officer: 

"The appearance and quality of the public water supply 
were such that the poor used it for soup, the middle class dyed 
their clothes in it and the very rich used it for top-dressing 
their lawns. Those who drank it filtered it through a ladder, 
disinfected it with chloride of lime, then lifted out the danger- 

1 Smith, Geddes, Plague on Us. New York, The Commonwealth Fund, 
1941. 



Medicine Looks Ahead 249 

ous germs, which survived, and killed them with a club in the 
backyard." 

After Pasteur and Koch discovered the first disease germs, 
progress was made in teaching people the importance of a 
pure water supply. England and Germany led the way in 
water purification and in the early 1900*5 American cities 
finally began to follow suit. Today people fully realize the 
dangers of typhoid and know that a system of purifying the 
water and treating the sewage is vital in preventing an epi- 
demic. 

In war-torn areas where the water supply and sewage sys- 
tems of cities have been destroyed, the typhoid fever menace 
is ever present. In all wars prior to the first World War ty- 
phoid generally proved more deadly than shot and shell. The 
use of typhoid vaccine checked this disease in the first World 
War and has proved highly effective since then. The vaccine 
consists of dead typhoid germs. The injection of these germs 
causes the formation in a person's blood of so-called antibod- 
ies, which protect the individual against the live germs. 

Our fighting men are guarded against typhoid, yellow fever, 
and several other diseases by "shots in the arm." Sanitary 
methods of sewage disposal, water purifiers, and great care in 
the preparation of food also protect the men in our armed 
services against dysentery and other diseases. 

The Ammo Acids Promote Health and Beauty 

Your hair, nails, skin, soft tissues, and many vital secre- 
tions of your body are composed mainly of protein. And 
these proteins are made up of smaller "building blocks" called 
amino acids. Twenty-three of these acids are known today. 
Scientists believe these acids play an important role in many 
ailments. Experiments with animals have proved that the lack 
of one amino acid, tryptophane, causes animals to get bald 



250 Miracles Ahead! 

and prevents them from having offspring. Purified amino acids 
have recently become available for experiment and scientists 
believe they deserve more attention as factors in the promo- 
tion of good health and vigor. 

Nature's Most Powerful Vitamin 

The synthesis of biotin, nature's most powerful vitamin and 
one of the rarest and costliest substances, promises to open up 
many new fields. The synthesis is considered one of the great- 
est achievements in modern chemistry and was accomplished 
at the research laboratories of Merck & Co., Rahway, New 
Jersey, by Dr. Stanton A. Harris, Dr. Donald E. Wolf, Dr. 
Ralph Mozingo, and Dr. Karl Folkers. 

This supervitamin is a member of the family of B vitamins, 
which include several whose names are very well known to 
the general public: thiamin, riboflavin, niacin. The world's 
entire supply of biotin, so far extracted largely from liver, 
amounts to about one-tenth of an ounce. It was so costly and 
rare that only minute amounts were available to research 
workers, who paid for it at the rate of four million dollars an 



ounce! 



In 1936 Professor Fritz Koegel and Dr. B. Toennis of 
Utrecht, Holland, succeeded in extracting i.i milligrams of 
the pure substance. They got this infinitesimal amount from 
five hundred and fifty pounds of dried yolks of duck eggs 
imported from China. It was so potent that one part in five 
hundred billion could still function as a growth-promoting 
factor for yeast. One gram dissolved in twenty-five million 
gallons of water would be strong enough for the life needs 
of bacteria. 

Yeast and bacteria need this supervitamin. And so do all 
higher forms of life, including man. The bacteria that make 
the nitrogen in the air available to plants also cannot live with- 



Medicine Looks Ahead 251 

out biotin, which means that without biotin no life could have 
arisen on earth. 

Biotin is found in the yolk of all eggs. In order to check 
biotin's enormous growth-promoting powers, nature has pro- 
vided a brake in the form of an antibiotin substance, named 
avidin, in the egg white. The synthesis of biotin now prom- 
ises to shed light on the structure of avidin, its counterpart in 
the "balance wheel of life." When biotin is made available in 
large amounts it is hoped that it will provide important clues 
for new weapons not only against cancer but also against 
tuberculosis, since no bacteria have so far been found that can 
exist without biotin. 

A Clue to Cancer 

Medical men have improved the methods of diagnosis and 
of early operation so that a good many cancer patients can be 
saved. But cancer remains the most terrible of all diseases. At 
the present rate, one of every eight individuals now living will 
die of cancer. No one knows what goes wrong in cells, and 
particularly in their growth processes, so that one or a few 
run wild and multiply beyond reason. 

Not only has biotin been found to stimulate normal growth 
but, under certain conditions not yet fully known, it has been 
found to stimulate abnormal growth, such as the uncontrolled 
growth of cancer cells. This does not mean that biotin would 
cause cancer. It does mean, however, that if the unknown 
conditions causing cancer exist the presence of biotin would 
stimulate development of the process. 

Professor Ira I. Kaplan of the New York University Col- 
lege of Medicine, and director of the Cancer Division of 
Bellevue Hospital, is carrying out tests which seek to control 
cancer by the administration of large daily doses of dried raw 
egg white. It is hoped that avidin, the antibiotin substance in 



252 Miracles Ahead! 

egg white, will deprive a patient's tissues of biotin and thus 
check the cancer process. The results so far have been de- 
scribed as indicating the advisability of further tests. 

Research Work on the Common Cold 

The so-called common cold and the "flu" are the source of 
more lowered physical efficiency and greater economic loss 
than any other illnesses. During the winter of 1941 an 
average of fifty million people suffered from colds, and twenty 
million were affected by the flu, according to a survey by the 
American Institute of Public Opinion. The common cold 
frequently paves the way for many kinds of secondary infec- 
tions that are often serious. A minor epidemic of influenza 
occurs in the United States every other year. The last major 
epidemic, which swept the world in 1918, resulted in millions 
of deaths. 

The germs which cause colds have never been identified. 
They are presumed to be filterable viruses (so small they can 
pass through the pores of very fine filters). Not even the 
electron microscope has been able to spot a cold germ, 
although it discovered the virus of influenza a protein smaller 
than some molecules. We have assumed that colds are con- 
tagious, but recent experiments indicate that this may be in- 
correct. 

Dr. William J. Kerr and his associates at the University of 
California Medical School placed healthy volunteers who 
catch cold easily in a room where the temperature and humid- 
ity are controlled. Then they were exposed to people who 
were suffering from colds. These people lived together for 
days and drank out of the same drinking glasses. Not one of 
the thirty without colds caught the symptoms from those who 
had them. This experiment indicates that abrupt weather 
changes, overheating, and exposure to drafts have more to do 



Medicine Looks Ahead 253 

with the spread of cold than a cough or a sneeze. On the 
other hand, if the bacteria or virus of the cold is air-borne, the 
use of germicidal lamps should reduce the danger of infec- 
tion. 

Influenza has been proved to be a virus disease, and Type A, 
B, and a probable Type Y have been distinguished. A virus 
vaccine has been administered at the University of California 
with fairly good results. Science believes that better vaccines 
will be developed in the future. 

Blood Plasma for Civilian Use 

Wartime advances in the use of blood plasma and the de- 
velopment of blood banks are proving of great aid in the 
treatment of patients. Big hospitals have banks of plasma and 
of whole blood completely tested and ready for immediate 
use. Of course, the small hospitals are not so well supplied. 
But these small institutions in New York City are being aided 
today by the Blood and Plasma Exchange Bank, which was 
established by the Medical Society of the County of New 
York. 

"Whole blood, plasma (the pale, straw-colored liquid in 
which the red cells float), or dried plasma now become as 
negotiable as checks," explains Waldemar Kaempffert, science 
editor of the New York Times. "The cost of transfusions is 
reduced; time is saved; the poor can receive blood products 
free. 

"The Blood and Plasma Exchange Bank is particularly com- 
petent to benefit small hospitals and tie them to the big hos- 
pitals which always have a surplus of blood. Suppose, for 
example, that a transfusion is called for by a physician. Mem- 
bers of the patient's family offer their blood. If it matches 
that of the patient and is acceptable there is no difficulty. 
But suppose it does not match, though it is good blood. 



254 Miracles Ahead! 

Formerly the donors were rejected. Now two people whose 
blood is of no value to the patient can go to the Blood and 
Plasma Exchange Bank. Each gives a pint of blood. One pint 
of blood suitable for the patient is then sent from the Exchange 
to the hospital in return for the donated two pints. If only 
one donor gives blood to the exchange bank, $10.00 is 
charged. If the patient prefers not to send donors but to pay 
for the blood, the cost is $20.00, or about one-half of what 
was formerly charged. Thus, a large hospital with blood bank 
(called a supplying hospital) is interlaced with the hospitals 
without banks (called requisitioning hospitals) . What we have 
is an efficient system of trading blood. 

"The next step," he adds, "is to extend this plan to coun- 
ties that border New York. After that a national organization 
is envisioned with blood and plasma exchanges all over the 
country. Lastly, there is the prospect that blood will be given 
by generous donors not only for war but for peace; for when 
transfusions can be carried out anywhere at low cost the 
demand for blood is bound to rise." 

Another important development is the use of red cells 
obtained from blood collected at blood banks. In the past the 
hospitals and Red Cross stations processing the blood have 
thrown the red cells away. All they wanted was the plasma; 
therefore about half the blood was wasted. Now, however, 
the red cells are being used for wounds, infected burns, and 
ulcers which did not react to the usual treatment. 

Progress also is being made in the development of a possible 
substitute or supplement for blood plasma in case of short- 
ages of plasma. The substitute is obtained from either beef- 
blood plasma or casein, the chief protein of milk. Such solu- 
tions have shown themselves as good as blood plasma for the 
treatment of animals suffering from shock due to repeated 
hemorrhage. Solutions made from pure crystals of all the 
essential amino acids also were beneficial. 



Medicine Looks Ahead 255 

Transplanting Vital Organs 

In the field of surgery Ralph W. Gerard, Department of 
Physiology, University of Chicago, looks forward to the day 
when it will be possible to replace entirely an injured kidney, 
or other organ, by transplanting into the body a healthy one. 
"So far," he says, "such organ transplantation has been 
achieved only in so simple a case as the transparent front of 
the eye, but there is no reason now for supposing that the 
successful transplantation of complex organs will not one day 
be possible." * 

A Cure for Deafness 

Drs. Valdes and Schulhof of Mexico have devised a new 
method of curing deafness which they believe can cure 60 
per cent of all the cases in the United States and Mexico. The 
method consists of a plastic reconstruction of the middle and 
inner ear, and it has worked successfully on scores of peo- 
ple. The affected parts of the ear, which have been destroyed 
by sickness or accident, are totally removed. Plastic substi- 
tutes, made of "materials" from the patient's own body, are 
put in their place. These operations are performed at the Pub- 
lic Welfare Building, but their success has become so wide- 
spread that rich as well as poor are now flocking to the clinic 
of Drs. Valdes and Schulhof. 

1 The New York Times, November 7, 1943, reported on a motion-picture 
demonstration in New York City of pioneer experiments in the Soviet Insti- 
tute of Experimental Biology at Moscow in which animals that had been 
dead as long as fifteen minutes were restored to life. The revival of dead 
animals is achieved by a new apparatus, known as the "autoejector." Profes- 
sor J. B. S. Haldane, British scientist who made the sound-track commentary 
explained that the autoejector "carries out the functions of the heart and 
lungs." Biologists hailed the experiments as promising a new epoch in medi- 
cal science, "bringing closer the day when operations now incompatible with 
life will be possible. These may include repair to a damaged heart or brain 
and the restoration of persons who died of shock and hemorrhage," the 
Times reported. 



256 Miracles Ahead! 

Plastic materials from the chemists' laboratory are used in- 
creasingly by surgeons. In cases where injuries have destroyed 
the hard cartilage that lines the socket of the hip joint, the 
transparent plastic known as Lucite, or methyl methacrylate 
resin, serves perfectly. It has also been used to recondition 
arthritic knuckle joints and jaws. The loss of Japanese silk, 
needed for sutures to sew wounds, has been made up by 
nylon, which was introduced on a wide scale in surgery in 
1943. 

A Treatment for Hypertension 

Delicate nerve operations, in which the surgeon partially 
severs a nerve, have cured several painful and deadly dis- 
eases. The neurosurgeon also can frequently clear up hyper- 
tension, in which blood vessels tighten dangerously and the 
blood pressure soars. Hypertension long has outranked cancer 
and tuberculosis as a cause of death, particularly among 
middle-aged persons. Heparin (from ox lungs) and dicoumarin 
(found in diseased clover) act to slow up the clotting of 
blood, thereby permitting surgeons to operate successfully on 
clotted blood vessels even in certain forms which formerly 
caused death in over 85 per cent of all cases. 

Regional Anesthesia 

Great progress has been made in the use of regional anes- 
thesia in place of the "general," which puts you to sleep. One 
method consists of the continuous injection near the base of 
the spine of the pain-killing chemical metycaine, which tempo- 
rarily blocks the nerve pathways for pain in the lower part of 
the body. It has been successfully used in operations for 
femoral and inguinal hernia, Caesarean delivery of a baby, set- 



Medicine Looks Ahead 257 

ting of broken bones, amputations, and surgical treatment of 
varicose veins. 

New instruments, such as an electronic device which gives 
an electric signal when it detects metal fragments buried in 
the tissue, and the "radio knife," an electrosurgical apparatus 
used in brain surgery which seals off tiny blood vessels as they 
are cut, permit the surgeon to work new wonders every day. 

Electronic Aids 

The electron microscope, which is fifty to one hundred 
times more powerful than the strongest optical microscope, 
will permit the scientist to learn more about the functions of 
the cells in the body, to view deadly types of virus and plan 
new ways to attack them. Radioactive atoms, which give off 
the same rays as radium, can be traced through the body. Just 
as the gunner uses tracer bullets to check his aim, the bio- 
chemist can use these tracer atoms to reveal the functions of 
the body. These new techniques and machines will, accord- 
ing to Professor Gerard, enable scientists to "prepare delib- 
erately drugs and other substances which can modify cell 
growth, drugs which specifically hold in check or destroy 
disease bacteria, including perhaps the tuberculosis germ, as 
the sulfa drugs and gramicidin already do for many." 

Onion "Broadcasts" 

Shortly after the Russian Revolution a Soviet professor 
named Gurwich discovered that onion roots "broadcast" an 
absolutely new form of electromagnetic wave. Other scien- 
tists checked Dr. Gurwich's discovery and also picked up 
onion "broadcasts." Because the waves are produced when- 
ever living cells are dividing and growing, they were called 



258 Miracles Ahead! 

"mitogenetic rays" or M rays. Later Gurwich "tuned in" 
waves coming from the human body, and other scientists 
proved that the rays are sent out from every tissue where the 
vital process of metabolism goes on. 

Since different M rays are produced when different changes 
take place in a living cell, scientists will be able to follow cell 
changes without disturbing the plant or animal. The blood is 
constantly giving out M rays and recent experiments showed 
that these rays are affected not only by drugs but also by the 
age of the patient, his or her sex, state of health, hunger, sleep, 
or agitation. M rays get weaker as a man gets tired from phys- 
ical work. After he rests, the blood starts "broadcasting" 
again. But prolonged work, which causes serious fatigue, 
keeps the M rays quiet several hours. Here is an absolutely 
accurate method of measuring fatigue. 

Old-Age Treatments 

Further medical advances will greatly increase life expec- 
tancy and more of us will remain healthy for a longer time. 
In 1850 only 2.5 per cent of the population was sixty-five and 
over. In 1930 about 5.5 per cent were in that category, and 
in 1980 about 14.5 per cent should be sixty-five or over. 
These figures indicate why geriatrics (the indirect treatment 
of the diseases of old age) and gerontology (the study of 
senility) will be increasingly important. In an article in The 
Medical World, Dr. Harry Benjamin contends that these two 
branches of medicine must be supplemented by a third 
gerontotherapy the direct treatment of the aging process. 

According to Dr. Benjamin the function of gerontother- 
apy would be to stave off old age and thus add to the years of 
useful life. Thus it must start early. During childhood and 
youth it would be preventive. After the fiftieth or sixtieth 
year it would use direct treatment. Prevention, he explains, 



Medicine Looks Ahead 259 

calls for a proper mode of living, which means that faulty diet 
must be corrected and excesses of work and play avoided. 
The direct treatment of old age, he says, calls for the specific 
use of vitamins and hormones to aid deficient organs. The 
hormones are "chemical messengers" which mysteriously reg- 
ulate the functioning of our bodies and minds. 

Air Age Problems 

"No place on earth will be more than 48 hours from your 
local airport" in the postwar world. This statement sums up 
the tremendous distance-annihilating achievement of the air- 
plane. But it also tells public-health authorities to prepare for 
trouble. Because of air transport, dangerous diseases in a far- 
away part of the world can be carried to the United States 
overnight. At this moment four hundred uniformed quaran- 
tine officers and sanitary inspectors of the Public Health Serv- 
ice are standing guard at airports where planes from overseas 
come in. They see to it that planes, which already have been 
sprayed with a chemical lethal to mosquitoes, are sprayed 
again. Passengers are given medical examinations. Those with 
malaria are permitted to enter the country but they must go 
straight to hospitals and stay there until they are no longer 
sources of infection. 

"Unbelievably rapid air transportation makes the problem 
of disease control of transcending importance," writes Hiram 
Blauvelt in the New York Herald Tribune, "and with the 
war's end it will be further aggravated when thousands of 
soldiers swarm back into the United States ideal 'carriers' 
for every type of tropical disease and rare malady heretofore 
alien to this country. 

"Immunization will go a long way towards protecting the 
populations of the world, whether at home or traveling, from 
many of the dread diseases. But the real solution will come," 



260 Miracles Ahead! 

he contends, "only when the nations of the world join in an 
international effort to eradicate disease at its source. And the 
airplane, now serving as the most destructive weapon of all 
time, may well some day be credited with being the greatest 
instrument for post-war happiness. It will be that when the 
peoples of the world, realizing the dangers of its capabilities 
in spreading disease, join forces to insure freedom from pesti- 
lence for all." 



XVI 

MORE MIRACLES AHEAD 

So MUCH FOR the miracles ahead in the world which is just 
around the corner. What of the world which may not be 
just around the corner, but over the next range of mountains? 

These miracles farther ahead may sound fantastic to us 
now. But the most youthful of us can remember when many 
of the actualities of today were the fantastic "what if's" of 
yesterday. 

Dr. Charles M. A. Stine of Du Pont reminds us that "already 
our world of 1940, in which we took such pardonable if mis- 
taken pride, is so distant in the past that it has become an 
antiquity, as seen through scientific eyes." 

The impossibilities of the days immediately before Pearl 
Harbor have become today's realities. In this war we have 
done a great many things that we couldn't do. So the last two 
years have brought tremendous changes. And the first two 
years after the war may bring even more fantastic changes. 

Those things may be beyond our comprehension now; they 
may be beyond the reach of our scientists at the moment. But 
Browning, in his "Andrea del Sarto," voiced the most charac- 
teristic slogan of the research scientist: 

... a man's reach should exceed his grasp, 
Or what's a heaven for? 

The day may come when we can use the atomic energy in 
a lump of coal to run a factory for a week. Our electric 
power today is gained by tearing loose some of the more- 

261 



262 Miracles Ahead! 

amenable electrons from the atom. Of course, the more ame- 
nable the electron is about leaving the atom, the less energetic 
it is about going back again. Developments in cosmic rays and 
atom smashing were checked by the war, but scientists are 
learning to dissociate the less-amenable portions of the atom. 
When they finish this work we will have a source of energy 
that is without parallel today. For instance, the atoms in one 
pound of uranium, a very heavy metal, contain as much 
power as millions of pounds of coal. 

The Amazing Cyclotron 

The cyclotron, known as the "atom smasher," gives scien- 
tists an important tool for releasing the enormous power of 
the uranium atoms. A sufficiently powerful cyclotron bom- 
bardment, in which neutrons bombard the uranium atoms, 
would release 175,000,000 volts of energy. Scientists don't set 
any date when atomic energy will be ours to use for indus- 
trial purposes. It could be here in a year or two, or many 
years. When it does come all of our needs can be taken care 
of with a fraction of the labor now required. 

In past ages the alchemists spent their lives trying to turn 
base metals into gold. Rutherford, in recent years, proved that 
this transmutation of matter was not beyond our power. He 
changed nitrogen to hydrogen by tearing electrons away from 
the atom of nitrogen by bombardment, and did the same thing 
with several other elements. Today our power to transform 
the elements has been greatly enhanced by the cyclotron. It 
can rearrange the atom's structure and change it into some- 
thing else. A stream of electrons is used to knock loose the 
nuclei, or "deuterons," from atoms of hydrogen. Then these 
deuterons strike with terrific speed at the object that is to be 
bombarded. This bombardment changes the arrangement of 
its atoms. 



More Miracles Ahead 263 

"When the bombardment takes place," wrote Bruce Bliven 
in the New Republic, June 16, 1941, "almost unbelievable 
changes are created in the substance exposed to the deuterons. 
Iron has some of its atoms changed into those of cobalt or 
manganese. Others remain iron, but with a wonderful new 
quality of radioactivity. That is, the iron takes on temporarily 
the qualities of radium itself, giving off radium's powerful 
and penetrating rays. 

"The cyclotron-made 'synthetic radium' can, moreover, be 
employed in tremendously important ways not open to 
natural radium. For the marvelous fact is that, except for giv- 
ing off rays, a radioactive element acts precisely like the same 
element found in nature. When radioactive calcium, for ex- 
ample, is fed to a patient, it accumulates in his system just 
where normal calcium does. 

"This is of such importance to medicine that informed 
physicians say the cyclotron is the most wonderful medical 
tool since the microscope. For some chemicals naturally settle 
in certain parts of the body. If you were to drink a solution of 
iodine (don't try it with the highly poisonous variety in your 
medicine cabinet) the concentration in your thyroid gland 
would be 5,000 times greater than in your other tissues. In 
experiments on animals drastic changes in the thyroid gland 
have been effected with radioactive iodine taken by mouth 
without harm to the other tissues. 

"This technique has amazing possibilities. There is, for 
instance, a disease of the blood cells which causes them to 
reproduce abnormally; its most serious form is usually fatal. 
Radioactive phosphorus has been found to concentrate in the 
affected portions of the body, and after receiving treatment, 
victims have lived for substantial periods." 

Scientists also will be able to create many new metals and 
other substances for use by industry. Instead of using chemi- 



264 Miracles Ahead! 

cal processes they will synthesize materials by designing the 
right kind of atom and making it in their laboratories. 

The electrons that make radio broadcasting possible will 
help the chemist. They will serve as catalysts, speeding up 
chemical reactions by electronic bombardment of molecules. 
This new science of "chemotronics" promises to knock the 
"im" out of impossible and produce a lot of "chemical silk 
purses" out of sows' ears. 

Harnessing the Sun's Rays 

Lifting our eyes toward the source of power, we now give 
attention to man's old dream of harnessing sunlight. We have 
used the sun's rays to generate steam. And we have made 
considerable progress using the solar energy stored up in coal 
and oil, as well as that from the wind and falling water. 

"Up to the present, however," declared James F. Hunt of 
Du Pont, "a mule which eats hay and corn and converts these 
materials into the energy necessary to draw a wagon or a 
plough is the best solar engine yet devised. One of these days, 
however, some bright fellow may hit upon a really good way 
to harness sunlight directly, and his fortune will be assured. 
That is what you might call hitching your wagon to a star 
in a big way! " 

Several "bright fellows" are working on this problem and 
getting somewhere. The photovoltaic cell, which in one form 
is composed of iron coated with selenium and gold, produces 
electricity from light rays. A number of these cells will gen- 
erate enough electricity to run a small electric motor. 

"Perhaps the day will come," said James Stokley in Science 
Remakes Our World, "when sun-drenched desert areas of 
earth will be covered with such cells, turning light into elec- 
tricity for the use of the world." 



More Miracles Ahead 265 

We have long known that "heat" can be generated by put- 
ting two antagonistic personalities side by side at the dinner 
table. The scientist can generate electric power by putting 
two dissimilar metals together. Seeback demonstrated in 1821 
that an electric current was produced when an iron and a cop- 
per wire were twisted together and heated. This is called a 
thermocouple. Iron and copper produce very small amounts 
of electricity, but recently scientists have found alloys whose 
dissimilarities turn out larger amounts of electric power. The 
sun's rays can be used to heat these thermocouples. Or you 
might use coal or oil to heat huge thermocouples and produce 
electricity. If this "impossible" (?) method is perfected, the 
roundabout way of using coal or oil to produce steam, and 
steam to generate electric power, will be abolished. 

Two antagonistic people may cause the temperature to drop 
as they exchange "frigid" stares. The thermocouple can do 
this too. If an electric current is passed through a thermo- 
couple, a refrigerating effect is produced. 

Raymond F. Yates declared in his 2,100 Needed Inven- 
tions: 1 

"If an inventor could apply this effect, discovered by Pel- 
tier in 1834, he could evolve an electric refrigerator that 
would not have one moving part, no gas, no compressors, or 
electric motors. Not only that, but such a refrigerator would 
cost one-third of present ice boxes and operate at three times 
the efficiency. . . . There is a million dollars in it for the 
man who can turn the trick." 

And we can rest assured that there are men who will bet 
they can do it. 

Revolutionary advances in industry may also be brought 
about if scientists lick the problem of transmitting cheap elec- 
tric power by radio. This would mean that manufacturing 

1 Yates, Raymond, 2,100 Needed Inventions. New York, Wilfred Funk, 
Inc., 1942. 



266 Miracles Ahead! 

plants could go to out-of-the-way places where valuable raw 
materials were located, instead of being tethered to the source 
of power to run the machinery. Fantastic? Perhaps. "I don't 
know whether we can ever learn to do this," said Charles F. 
Kettering of General Motors. "But," he added, "all the power 
we have here on earth came that way by radio waves from 
the sun." 

Electricity as Cheap as Water 

Scientists believe that further advances in the generation 
and transmission of electric power will greatly reduce its 
cost. The late Dr. Charles P. Steinmetz went so far as to say 
twenty-five years ago that electricity would someday be so 
cheap that it would not pay to read meters. 

"Consider what it means," wrote Waldemar KaempfTert, 
science editor of the New York Times, "if electricity be- 
comes something that municipalities will furnish to manufac- 
turers and house builders as they now furnish water. Air 
conditioning, a flowering new industry, has been held back 
because of the cost of electricity. 

"When energy is reduced in price to the level that Stein- 
metz had in mind a city will be glassed over and maintained 
at a constant temperature and humidity the year round. Every 
country house will have its uniform indoor climate, manufac- 
tured at a cost less than that which we now pay for electric 
lighting. If Steinmetz's prediction is fulfilled and he was one 
of the most distinguished electrical engineers of his time 
even Broadway at its brightest will seem dim. We may not be 
able to duplicate sunlight in intensity, but we shall come close 
enough to it." 

Two other predictions of "things to come" fit in here. , 
William F. Ogburn, Department of Sociology, University of 
Chicago, points out that better and cheaper air conditioning 



More Miracles Ahead 267 

will tend to make civilization move southward. Areas rich 
in raw materials, which have been held back by unfavorable 
climate, will be developed rapidly when air conditioning 
takes a hand. 

The other prediction concerns lighting. Today fluorescent 
lighting, which gives us more light with less heat and lower 
electricity bills, is a long step ahead of incandescent light. 
But Raymond F. Yates reported in 2,100 Needed Inventions 
on another efficient source of illumination, which has not yet 
been made commercially available. This light, he explained, 
is formed by placing two electrodes in an electrolyte of alu- 
minum citrate. The one electrode is of either carbon or lead, 
while the other is of aluminum. 

"If the aluminum electrode is connected to the positive ter- 
minal of a variable direct current supply, a bright glow and 
finally a brilliant series of sparkling spots will be developed 
on the surface of the electrode as the voltage is raised by 
means of a potentiometer," he added. 

Agricultural Yields Tripled 

There will be a lot of changes made on the farm of the 
more distant future. Cheap electricity will mean that plowing 
and reaping will be carried on by electric power rather than 
by gasoline, and the growing of crops could be speeded up 
tremendously by heating the soil. The bombardment of seeds 
with X rays will juggle their chromosomes around and pro- 
duce many new plants. General Electric scientists already 
have obtained improved flower specimens by bombarding 
seeds and seedlings with million-volt X rays. 

In its Chemical Industry Survey the investment firm of 
Merrill Lynch, Pierce, Fenner and Beane announced: 

"The farms of the future may be large green houses with 
roofs of plastics or new types of glass through which the 



268 Miracles Ahead! 

ultra-violet rays of the sun will pour unhindered. Under care- 
fully controlled temperatures and through the use of highly 
concentrated chemically created fertilizing agents, these farms 
of the future may deliver 12 crops per year; may produce 
much higher yields per crop. And the chemical industry, by 
reason of its ever broadening demand for farm products as 
raw materials may well provide a permanent and economi- 
cally sound solution to the recurring problem of surplus crops 
that plagued the American farmer in the years before the 



war." 



Ships without Crews 

If Steinmetz's prediction of dirt-cheap electricity comes 
true, the railroad will receive a boost that will permit it to 
compete more strongly with the auto and airplane. 

"Cheap electricity will transform the railway," wrote Wal- 
demar Kaempifert. "Our individualistically operated locomo- 
tives will give way to electric locomotives that derive their 
energy from one of fifty or a hundred enormous central sta- 
tions erected at strategic points." 

The day may also come when the crew on the flagship will 
sail all the ships of a fleet. The late Nikola Tesla, great scien- 
tific genius, contended a few years ago that radiodynamic 
control would make it possible for us to send crewless ships 
across the ocean. 

Edible "Cans" 

Getting back home, consider the fact that you may some- 
day dump the contents of a can of beans into the saucepan 
and then chop up the can and toss it in, too. If it were a corn- 
flavored can we would have a tasty bowl of succotash. Presi- 
dent Willard H. Dow of the Dow Chemical Company re- 



More Miracles Ahead 269 

marks that we have synthetic sausage casings and tasty ice- 
cream cones, which we don't toss away. "Why stop there?" 
he asks. 

Remarking that the possibilities of President Dow's plan 
are "gargantuan in scope," the Christian Science Monitor 
declared that "citizens ought to do some thinking on the 
problem. . . . 

"Perhaps you would prefer to contemplate an edible can of 
whipped cream flavor to go with preserved strawberries. One 
could then chop a can to pieces in the salad bowl and use the 
contents on home-made biscuits. The union of rhubarb and 
cream appeals as a happy possibility. And a tomato ketchup 
flavored container to surround canned baked beans should 
appeal to a wide public. The whole field needs thorough 
exploration." 

When we don't feel like cooking even a delicious-flavored 
can, we will turn over and go back to sleep when the milkman 
delivers our milk at 6:00 A.M. No need to worry about getting 
breakfast. The foodman will deliver it at 8:00 A.M. Better 
Homes and Gardens for May, 1943, explains that the new 
war-food packages have started companies to thinking along 
the above line. Food for paratroopers is sealed under high 
vacuum in bags of laminated plastic and paper. The packages 
are hard as wooden boxes and can be thrown to the floor 
without denting. Food in packages similar to this will keep 
hot for hours, or even a day, after cooking. Thus food-utility 
companies could deliver a day's supply of meals, which would 
stay piping hot until you wanted to eat. 

In the not- too-distant future the housewife will be enjoy- 
ing the speed, economy, and convenience of electronic cook- 
ing. You can put a roast in the oven when you sit down to the 
dinner, and it will be ready to serve when you have finished 
your soup. Because this method generates heat from the inside 
at the same rate as from the outside, food can be cooked 



270 Miracles Ahead! 

through with no danger of burning. Bread can be baked with- 
out a crust, and a large piece of meat can be roasted as quickly 
as a small one. Since the heat is concentrated in the food, roast- 
ers and pans stay comparatively cool and the danger of burns 
is eliminated. 

This matter of food brings up the subject of teeth, and 
teeth bring up the point that you may not have to worry 
about going to a dentist in the future world of miracles. 
Research has established the fact that fluorine tends to pre- 
vent tooth decay. It would be possible to add the small 
amount required to the city's drinking-water supply. 

The Vortex Gun 

Are you smoking a cigarette now? Did you just blow a 
smoke ring? These questions serve to introduce a strange 
device called the vortex gun, which has aroused the interest 
of military men today and will amaze you by its feats in the 
future. 

The vortex gun consists of a metal drum with a round open- 
ing on one side and a rubber diaphragm on the other. Demon- 
strating this device, Dr. Phillips Thomas, research engineer 
of the Westinghouse Electric & Manufacturing Company, 
sighted it at a row of candles about ten feet away, and then 
tapped the back of the drum with a rubber hammer. One of 
the candles was snuffed out instantly. He pointed the "gun" 
at a gong, and tapped the drum. The gong rang. 

"These seemingly miraculous feats were accomplished by 
an invisible ring of air, a smoke ring without smoke, shot from 
the aperture by the force with which Dr. Thomas struck 
the back of the drum," explained Popular Science, August, 
1942. Designed on the basis of elaborate mathematical cal- 
culations by Westinghouse scientists, this device embodies 
the first practical application of the well-known principle of 



More Miracles Ahead 271 

vortex (violently circling) motion. ... A smoke ring, which 
is a true vortex ring, will move in any direction according to 
the initial impulse, and owing to the vortex motion the smoke 
will remain in the ring as long as it is moving. The more rapid 
the motion the farther the ring will go before breaking up. 

"The rings or miniature whirlwinds shot from the vortex 
gun conform to the behavior pattern of the smoke ring as 
blown from the mouth. Their size and velocity, and the dis- 
tance traveled, depend upon the dimensions of the gun and 
the force with which it is struck. They are always invisible 
unless smoke or some other visible substance is put in the 
gun." 

A small vortex gun about eight inches in diameter shoots a 
ring with a diameter of two to three inches. The ring travels 
around twenty feet a second and its impact can be felt at 
twenty-five feet. Another gun, which is about six and one- 
half feet in diameter, shoots an eighteen-inch ring at a speed 
of ninety miles an hour. It will snuff out candles at sixty to 
seventy feet, and at closer range it will upset a man if he is 
not prepared for the blow. 

Engineers are planning guns of twelve to fourteen feet in 
diameter. They will be fired with a TNT cartridge, and will 
hurl a four- or five-foot ring one mile at a speed of eight hun- 
dred to one thousand miles per hour. This ring will strike an 
object with devastating power, and probably could knock 
a bomber out of control. Dr. Thomas believes much bigger 
guns can be built, so long as a method can be devised to strike 
the diaphragm with sufficient force. 

Before the war is over, Nazi planes may be assailed by man- 
made tornadoes. In peacetime the vortex gun could, accord- 
ing to Dr. Thomas, be used to rid an industrial area of smoke. 
He suggests that huge vortex guns might be installed below 
or above the roof to trap all the smoke from a plant. Auto- 
matic hammers would strike the drums at regular intervals, 



272 Miracles Ahead! 

and blow huge smoke rings skyward at several hundred miles 
an hour. Industrial cities would lose their unsightly and dis- 
agreeable blanket of smoke and soot; cleaning and painting 
bills would be cut sharply, and living conditions would be 
greatly improved. 

Fantastic? Yes? Impossible? Impossible is a strong word to 
use. Perhaps all these predictions will not come true. Perhaps 
all these will come true, and a score of others. We have not 
rounded up all of them. 

Only the future will tell whether our prophets are right. 
But, at any rate, they may join a company of distinguished 
forecasters of "things to come": 

Seven hundred years ago Roger Bacon predicted a dozen 
of the commonplaces of today which were fantastic impos- 
sibilities then. In fact, they were so fantastic, and Bacon knew 
so well the tenor of his times, that he saved his neck by put- 
ting his predictions in a cipher. But recently, when the pre- 
dictions were deciphered, we found he had envisioned the 
microscope, the telescope, explosives, and incandescent lights. 

In 1887 Edward Bellamy, social philosopher, predicted the 
radio when he described that a person "merely touched one 
or two screws, and at once the room was filled with music." 

And Eratosthenes of Gyrene, eighteen hundred years before 
the voyage of Columbus, predicted men should someday sail 
beyond "the Gates of Hercules" and find the world was 
round. 



INDEX 



Acetic acid, 158, 163 

Acetylene, 162 

Acids, acetic, 158; amino, 170, 254; 
carbolic, 160; hydrochloric, 177; 
naphthoxyacetic, 212; nitric, 163; 
salicylic, 159; sulphuric, 162, 207 

Acrylate resins, 164; Lucite, 35, 36, 
164; methyl methacrylate, 150, 
164 

Adam, Flight Lieutenant, of Royal 
Air Force, 84 

Aeronca, 60 

"Age of Air," 76, 79; health problems 
of, 259 

Agriculture, 157; chemurgy, 199-203, 
204-210, 215; electricity on farm, 
267; farm buildings, 213-214; "farm 
problem," 199-200; greenhouse 
farms, 267-268; hydroponics (soil- 
less agriculture), 211-212; jeep on 
farm, 51-52, 60, 139, 214; long-term 
prediction of weather, 213; ma- 
chinery, 213; TV A programs, 210; 
transportation, 214 

Agriculture, Department of, 210; 
chemurgy, 109-203, 204, 210, 215; 
Bureau of Home Economics, 216; 
Bureau of Plant Industry, 212; Re- 
gional Research Laboratories, 199, 
205 

Air conditioning, 30-31; aided by 
cheap electricity, 266; automobile, 
42, 44; busses, 1 08; cities, 266; make 
civilization move southward, 266- 
267; railroad cars, 103 

Airlines, 7, 97-98, 101, 113, 114; and 
first class mail, 6, 86, 98; and pas- 
senger and freight revenue, 85-86; 
Air Transport Command and 
Naval Air Transport Service, 87- 



88; Eastern Airlines, 86; flexibility 
of service, 78; glider "trains," oo- 
92; Pan American, 76; Pennsylva- 
nia-Central, 80; seadrome route, 80- 
81; speed versus cost, 78-79; 
United Airlines, 77; Western Air 
Lines, 88 

Airlines, international, 98-100; CAB, 
99; Pan American, 98; right of "in- 
nocent passage," 99; Trippe, Juan, 
favors international competition, 
98-100 

Airplane, cargo and passenger, 9, 78, 
80-90, 114, 170, 222; ambulance 
plane, 234; Consolidated Vultee 
airliner, 79; deicing equipment, 81- 
82; engines, 86; Kaiser-Hughes 
HKi, 90; loading techniques for 
cargo, 88-89; pressurized cabins, 
84-85; speed versus cost, 78-79; 
Stratoliner, 81-82, 84; super-clip- 
pers, 76 

Airplane, light planes, 12, 60-6 1, 98, 
170; Aerocar, 71-72; Aeronca, 60; 
Cessna, 60; converted into car, 70, 
71; Er "coupe, 74; "grasshopper," 
60-61; how to fly, 72-74; hydro- 
matic propeller, 70, 83; landing 
gears, 71, 74; Piper Cub, 60; safe 
landings at night, 74-75, 141-142; 
simplified flying, 74-^75; Skyfarer, 
74; two-speed propeller, 70; wing 
flaps, 74 

Air Transport Command, U. S. 
Army, 87-88, 98 

Airways, Federal, System, 95-97; 
Alaskan Airways System, 96; Civil 
Aeronautics Administration, 95 

Alaska, in "Age of Air," 80, 87; Air- 
ways System, 96 

Alchemists, 262; transmutation of 
matter, 262 



273 



274 



Index 



Alcohol, from grain, 153-154; from 
petroleum, 153, 158 

Alkyd resins, 164 

Allegheny General Hospital, 244 

Alloys, steel, 48, 178, 197; chrome 
steel, 179; manganese steel, 178; 
molybdenum steel, 179; nickel steel, 
179; stainless steel, 179; tungsten 
steel, 179; vanadium steel, 179 

Altimeter, air pressure, 94; absolute 
altimeter, 94-95, 142 

Aluminum, 48, 49, 107, 158, 166, 174, 
175, 197; alloys, 175; Hall process, 
174; in body, 219 

Aluminum citrate, 267 

Ambulance, plane, 234; train, 235 

American Institute of Architects, 23 

American Institute of Public Opin- 
ion, survey of colds, 252 

American Bantam Car Company, 51 

American Glass Review, 192-193 

American Iron and Steel Institute, 
184 

American Rocket Society, 93 

Amino acid, 170, 249-250, 254 

Ammonia, high-pressure synthesis of, 
157, 161, 210 

A.M. ("amplitude modulation") ra- 
dio, 143, 147 

Anesthesia, regional, 256 

Anheuser-Busch, Inc., 227 

Aniline, 160; dyes, 159 

Annealing, 193, 195 

Antiaircraft guns, controlled by Ra- 
dar, 121 

Antibodies, 222; proteins, 202, 221 

Apartments, 23; prefabricated units, 
24-26 

Appliances (See Household) 

Aralac, 170, 202 

Architectural Forum, on acoustics, 

32-33 

Arctic Ocean, in "Age of Air," 79 
Armstrong, Edward R., 80 
Army Air Corps, United States, 69, 

84, 98; super-bomber, 85 
Army Medical Corps, United States, 

167; experiments with penicillin, 

2 43-244; hospitals, 228, 230-232, 234, 



235; rehabilitation of wounded, 
237; sulfathiazole prophylaxis, 241- 
242; training of doctors, 236 

Army Signal Corps, United States, 
1 20, 140, 167 

Army, United States, 105-106, 167; 
"health bomb," 242; recovery of 
wounded, 228 

Arnold, General H. H., 85 

Aromatic hydrocarbons, 155 

Arsenic drugs, mapharsen, 241; sal- 
varsan ("606"), 238 

Arthritis, 256 

Association of American Railroads, 
Car Service Division, 106 

Atabrin, 247 

Atmospheric pressure, 82-84, 94 

Atom, radioactive, 257; atomic en- 
ergy, 261-262; "made to order," 
263-264; smashing, cyclotron, 262- 
263 

Autogiro, 60; compared to helicop- 
ter, 69 

Autoejector, for revival of dead ani- 
mals, 255 

Automobile, 6, 42-59, 101; and jeep, 
51-52; cost of postwar cars, 46- 
47; engine, 44, 46; high-octane gas- 
oline, 54-55; light metals, 53-54; 
plastics and plywood, 43, 52-53, 54; 
safety on highways, 43, 56-57; styl- 
ists versus engineers, 45-46; visibil- 
ity increased for driver, 43 

Automobile industry, 15, 26, 45-46, 
97; competition with aviation in- 
dustry, 58-59; problem of tools and 
dies, 58; postwar dilemma, 57 

Automotive Engineers, Society of, 
in 

Aviation industry, 97; Boeing Strato- 
liner, Flying Fortress, 84-85; Con- 
solidated Vultee, 79; Grumman 
Aircraft Corporation, 90; Kaiser- 
Hughes H-Ki, oo ; influence on 
automobile design, 44; on furniture 
designs, 35; light planes, 60; Mars 
flying boat, 77; postwar prospects, 
97-98; use of plastics, plywood, 53, 
1 66, 191; plasticized paper, 187 



Index 



275 



Avidin, 251 

Axes, vertical, longitudinal, lateral of 
plane, 72-74 



B 



Babb, Charles H., 89 

Bacon, Roger, 272 

Baird Company, 134 

Baldwin, Hanson W., 121 

Banting, Sir Frederick, 85 

Bathrooms, 36-37 

"Bathtub butyl," 155 

"Battle of Britain," 85 

Battleship, 173; plastics in, 150; radio 
equipment, 140; use of Radar, 121 

Bauxite, 174 

Beechnut Packing Company, 223 

Beefsteak, synthetic, 227 

Bel Geddes, Norman, 15 

Bellamy, Edward, 272 

Bellevue Hospital, Cancer Division 
of, 251 

Bell Telephone Laboratories, 162-163 

Belmont Iron Works, 81 

Benjamin, Dr. Harry, 258-259 

Benzol, 160-161 

Bergius, Professor Friederich, 189- 
190 

Beryllium, 181-182; copper alloy, 48, 
182; nickel alloy, 49, 182; safety 
tools, 182; work on aluminum and 
magnesium alloys, 49, 182 

Better Homes and Gardens, 269 

Bigelow-Sanford Carpet Co., Inc., 
205 

Biggers, John D., 197 

Biotin, 250; avidin, 251; cancer re- 
search, 251-252 

Blauvelt, Hiram, 259 

Bliven, Bruce, 263 

Bloeth, William, no 

Blood, cells, 230; disease treated with 
radioactive phosphorus, 263; red 
cells used on wounds, infections, 
254 

Blood, clotting of, 236; M rays 
"broadcast" by, 258 



Blood, donor, 230-231, 253-254 
Blood and Plasma Exchange Bank, 

253-254 

Blood, plasma, 87, 227, 228, 230, 231; 
Blood and Plasma Exchange Bank, 
253-254; preparation of, 230; sub- 
stitute for, 254 

Blood, types, 230 

Boeing Aircraft Company, 84-85 

Boeing 6-17 Flying Fortress, 43, 84- 
85, 141, 150, 172 

Boiling point, 84 

Borsook, Henry, 218 

Bothezat, George de, 67-68 

Brain, surgery, 257 

Brass (copper, zinc), 180 

Brazil, 168 

Bread, enriched, 217 

British Broadcasting Company, 134 

British Journal of Experimental Path- 
ology, 244 

British Overseas Airways, 98 

Broadcasting, sound and television, 
136-137; "band," 146-147 

"Broken stowage," in cargo-ship load- 
ing, IIO-III 

Bronze (copper, zinc, tin), 180 
Brooklyn Polytechnic Institute, 190 
Browning, Robert, "Andrea del 

Sarto," 261 

Budd, Edward G., 103, 108 
Building and Loan Associations, 27- 

28 

Building codes, 27 
Buna N type, synthetic rubber, 154 
Buna S, synthetic rubber, 152, 153- 

154 

Bureau of the Census, 135 
Bureau of Mines, 183-184 
Bushnell General Hospital, 243 
Business, opportunities in postwar 

period, 8, 10, n, 98 
Busses, 101-102; NRPB report on, 

1 08; postwar designs, 108 
Butadiene, 153, 161, 162; and furfural, 

207 

Butyl, synthetic rubber, 155 
Butylene gas, 212 



2 7 6 



Index 



Caff elite, plastics, 168 

Calcium, radioactive, 263 

California, University of, Medical 

School, 252 
Camm, F. W., Television Manual, 

134 

Campbell, Major General Levin H., 
184 

Camphor, synthetic, 168, 209 

Campini, Signer, 93 

Cancer, research with biotin, 251-252 

Cannon, Dr. Paul R., 221 

Cans, edible, 268-269 

Catalyst, 153 

Caproni Airplane Company, 93 

Caravan, C-j6, 89 

Carbon, 158; compounds of, 158-159, 
164; in Foamglas, 195; in steel mak- 
ing, 178 

Carlisle Barracks, Pennsylvania, 231 

Carver, Dr. George Washington, 
200-20 i 

Casein, 202, 254 

Castor beans, 203 

Cellophane, 165 

Cells, 158, 257; cancer, 251-252; M 
rays, 275-278 

Cellulose, 158; 189; from castor beans, 
203; from corn, 206; from cotton 
linters, 204-205; wood, 208 

Cellulose acetate, 163; Tenite, 165 

Cellulose nitrate, 163; celluloid, 163 

Celotex Corporation, 14 

Cessna, 60 

Chemical industry, 149, 166-167; ^ds 
farmer, 268; indispensable, 171; in 
two wars, 167-168 

Chemigum, 154 

Chemistry, 149-171; chemurgy, 190- 
203, 204-210, 215; coal-tar by-prod- 
ucts, 159-162; petroleum by-prod- 
ucts, 162; plastics, 4, 5, 35-36, 43- 
44, 52-53, 103, 107, 108, 124, 149- 
150, 157, 162-167, 168; recovery of 
low-grade ores, 183-184; synthetic 
rubber, 151-156; war job of, 166- 
167 



Chemurgy, 199-203, 204-210, 215; 
castor beans, 203; cotton linters, 
204-205; corn, 206; flax, 204; pea- 
nuts, 201; sweet potatoes, 200-201 

Chia, 204 

Chicago, University of, 221 

Childbed fever, 238 

Chile, 168 

Chlorine, 164, 175, 177 

Chloroform, 162 

Christian Science Monitor, 192, 200, 
268-269 

Chromium, 48, 179 

Chrysler Corporation, 14, 46 

Cigarette paper, from flax straw, 
203 

Civil Aeronautics Administration, 95- 
97, 113-114 

CAB (Civil Aeronautics Board), 6, 
78, 92, 99 

Civilian Defense, Office of, 167 

Clay, 158, 174, 175 

Closets, mass-produced, 35 

Clothes, 168-170; from soy bean, 203; 
from wood, 190 

Coal, bituminous, 159; by-products 
of, 159-162; chemicals, 160-161; 
drugs, 159-160; dyes, 159; tar, 153, 

157 

Coaxial cable, for television, 133, 147 
Coffee, 1 68 

Coghill, Dr. R. D., 243 
Coit, Elisabeth, 23, 36 
Coke, 1 60; coal, bituminous, 159 
Colchicine, 213 
Colds, 252, 253 
Colebrook, Dr. Leonard, 238 
Cooking, utensils, 39; electronic, 

270 

Cooling, radiant, 34 
Collectivism and individualism, 9 
Combustion, 48, 50, 93 
Commutation service, by airplane, 9; 

by helicopter, 6, 7, 67 
Conservation, of forests, 192 
Consolidated Vultee Corporation, 79; 

Liberator 6-24, 85 
Convertaplane, 69-70 
Copolymer, 153 



Index 



277 



Copper, 1 80; beryllium-copper, 48, 
181 

Corn, cobs and stalks, 206; waxy, 202 

Corning Glass Works, 192, 194, 195, 
196 

Cotton, 189, 200-201, 205-206; cellu- 
lose from, 205; leather, 205; roads, 
206; tire carcasses, 206 

"Cracking" of petroleum, for high- 
octane gasoline, 55 

Cryolite, 174 

Current, alternating and direct, 117- 
118 



acid, 159; sulfanilamide and deriva- 
tives, 1 60; sulphonal, 160, 229, 230, 
231, 232; veronal, 160 

Dubos, Dr. Rene J., 245 

Duffus, R. L., 175 

Du Pont de Nemours, E. L, 45, 154, 

Duralumin, 175 

Dyes, coal-tar, 159; alizarin, 159; 
mauve, 159; synthesis of indigo, 
Tyrian purple, 159; from petro- 
leum, 162 

Dysentery, 240 



Dahlberg, Bror, 14 

Davis, Dr. Harvey N., 187 

Davies, W. W., 77-78 

De Forest, Lee, 132 

De Haviland, Mosquito bomber, 53, 

191 

Dehumidifier, 34 
Dehydrated foods, 222-225 
Dehydrator, home equipment, 224- 

225 

Deicers, 81-82 
Deserts, 212; use of photovoltaic cells 

on, 264 

Detonation, "knock" in engines, 54 
Deville, Sainte-Claire, 174 
Dicoumarin, 256 
Diesel, Dr. Rudolph, 49 
Diesel, engine, 49-51, 50-51, 102-103; 

in cargo and warships, 111-112 
Diet, 216; education, 217; foods, 168, 

216-227; minerals, 218, 210-220; 

vitamins, 218, 219-220 
Dietz, David, 45, 199-200, 238 
Diode, 117 

Domagk, Dr. Gerhard, 238 
Donald McKay, motor ship, 1 1 1 
Douglas transports, 89, 92 
Dow Chemical Company, 154, 164, 

176, 269 
Dowmetal, 177 
Dow, Willard, 177, 269 
Drugs, coal-tar, 159; aspirin, 160; ata- 

brin, 160; phenacetin, 160; salicylic 



Ear, plastic reconstruction of r by 
Drs. Valdes and Schulhof, 255 

Eastern Airlines, 86 

"Edison effect," 116 

Edison, Thomas A., 116, 132 

Egyptians, 20-21 

Ehrlich, Dr. Paul, 238 

Electricity, 174-175, 261-262; on 
farm, 267; generated by thermo- 
couples, 265; photovoltaic cell, 264; 
transmission of high voltage direct 
current, 118; transmitted by radio, 
265-266; Steinmetz' prediction on 
cheap electricity, 266 

Electrocardiograph, 130 

Electronics, 5, 115-151; cooking by, 
270; electrosurgical apparatus, 257; 
radio, 34, 132-133; television, 132, 
133-148 

Electron, 116; as catalyst, 264; "chem- 
otronics," 264; current, 261-262; 
gun, 145-146; microscope, 131, 252, 

257 

Electron tubes, 117; diode, 117; col- 
orimeter, 130; iconoscope, 145-146; 
photoelectric tube, 125-128; spec- 
trophotometer, 1 26-1 27 ; strobo- 
scope, 129-130; thyratron, 117-118 
Elements, used by chemist, 158 
Engine, automobile, air-cooled, 47; 
Diesel, 49-51; efficiency of, 50; 
high-compression, 48; high-octane 
gasoline, 54-55; "pancake" style, 



27 8 



Index 



44; rear-engine installation, 44; 
weight, 47 

Engine, aviation, 86; "flat-opposed," 
70; light plane, 60, 70; Wright Cy- 
clone, 77; rocket motor, 93-94 

Engineering and Research Corpora- 
tion, 74 

Eratosthenes of Gyrene, 272 

Erosion, water and wind, 200, 210; 
after first World War, 211 

Erysipelas, 242 

Ether, 162 

Ethyl cellulose, 166 

Ethylene dicholoride, 162 

Ethylene glycol, 162 

Eugenol, 158 

Europe, protein deficiency in, 221- 

222 

Evans, Colonel Edward S., 79-80, 

91-92 

Evans Products Company, 79 
Expansion, coefficient of, 194 
Explosives, 159; cotton linters for, 
204, 205; dynamite, 204; nitrogen 
for, 167-168; predicted by Roger 
Bacon, 272; TNT, 160, 161, 162 
Eyestrain, and better lighting, 29-30 



Factory-residential towns, 214 
Farbenindustrie, I.G., 238, 247 
"Farm problem," 199-200 
Fatigue, measured by M rays, 258 
Federal Government, compromise 

building code, 27 
Fellows, Julian R., 3 1 
Fertilizer, 157, 160, 161, 167, 210 
Fiberglas, 195-196 
Flax, straw, 203 
Fleming, Dr. Alexander, 242 
Fleming, Professor J. A., 116, 132 
Fleming valve, 116 
Florey, Dr. H. W, 243 
Fluorescent lighting, 29-30, 40, 103, 

267 
Fluorine, prevents tooth decay, 269; 

in production of cryolite, 174 
Flying boats, 76-77, 88, 90, 98 



Flying, simplified, 72, 74; at night, 

74-75 

Foamglas, 195 

Food, 1 68, 216-227; bread, enriched, 
217; dehydrated, 222-225; diet, 216, 
218, 219-220; "mechanical cow," 
226-227; peanuts, 201; soy beans, 
203; storage of, 195; sweet pota- 
toes, 200-201; uneducated buying 
of, 218; utility companies, 269; 
waste of, 217, 219 

Food Distribution Administration, 
217, 219 

"Food for Freedom,'* 211 

Forbes magazine, 183 

Ford Motor Company, 52, 53, 168 

Formaldehyde, 162, 163 

Fowler, Harlan D., 89-90 

Fractures, "closed treatment" for, 
232-234 

P.M. (frequency modulation) radio, 

i43 H7 

Fortune magazine, 37 
Fort Worth Press, 52 
Froesch, Charles, 86 
"Froth flotation," 184 
Fuller, R. Buckminster, 16-17 
Furfural, 206-207 
Furnace, smokeless, 31-32; oilburn- 

ing, 40 
Furniture, 34-35, 165 



Gahagan, Andrew J., 182 
Galdston, Dr. lago, Behind the Sulfa 

Drugs, 237, 238, 242 
Gas gangrene, 240-241 
Gasoline, high-octane, 42, 54-55, 109; 
"triptane," 55; hydrocarbons, 162, 
171 

Gelmo, P., 238 

General Aircraft Corporation, 74 
General Electric Company, 82 
General Electric Research Laborato- 
ries, 118, 177, 186 

General Hospital of Catalonia, 233 
General Motors Corporation, 14, 50 
General Tire & Rubber Co., 151-152 



Index 



279 



Gerard, Ralph W., 255, 257 

Geriatrics, 258 

Gericke, Professor W. F., 211-212 

Germany, chemical leadership lost to 
U. S., 168; wood chemistry pro- 
gram, 1 88 

Gerontology, 258 

Gerontotherapy, 258-259 

Gilbert, Jr., Cass, 18, 19 

Glass, 5, 40, 57, 185, 195, 197, 198; 
Fiberglas, 195-196; Foamglas, 195; 
for tire cord, 43; optical, 196, 197; 
production research, 196; Pyrex, 
194; how flame-proof glass is made, 
194; Vycor, 194 

Glesinger, Egon, Nazism in the 
Woodpile, 188-190 

Glider, "trains" for freight and pas- 
sengers, 5, 90-92, 98, 1 08; first flight 
across Atlantic, 92 

Goddard, Dr. R. H., 93 

Goering, Hermann, 188-189 

Gold, 180-181; photovoltaic cell, 264 

Gonorrhea, 241; prophylaxis, 241- 
242 

Goodyear Tire & Rubber Company, 

J 54 

Graf Spee, 1 1 1 
Gramicidin, 245-246 
Granite (feldspar), 158 
"Grasshoppers," liaison planes, 60-6 1 
Gravity, center of, 44 
Great American Desert, 212 
"Great Circle" routes, 70-80 
Great Lakes, 106 
Great Salt Lake, 176 
Greenland, 174 
Gregory, Colonel H. F., 65 
Grid, 118-119, 132 
Gropius, Dr. Walter, 214 
Grumman Aircraft Corporation, 90 
Guild, Lurelle, 108 
Gun metal (copper, tin), 180 
Gunnison Housing Corporation, 191 

H 

Haldane, J. B. S., 255 
Hall, Charles Martin, 174 



Hallett, Robert M., 192 

Halstead, William S., 56 

Hamby, William, 38-41 

Harrington, Dr. H. H M 177 

Heating, radiant, 20, 33-34 

Heilman, Dr. Dorothy, 245 

Heiser, Dr. Victor G., 218 

Helicab, 68-69 

Helicopter, 2, 12, 60-67; amphibian, 
63; Convertaplane, 60-70; de Both- 
ezat model of, 67-68; for air mail 
and express, 6, 66; for commuters, 
6, 7, 66; Helicab, 68-69; now to fly 
it, 61-63; postwar possibilities, 66- 
67; traffic control by, 56; used 
against submarines, 65 

Hemp, 204 

Heparin, 256 

Herbs, 204 

Hercules Powder Company, 150 

Herrell, Dr. Wallace E., 245 

Herrick, Gerald P., 60-70 

Herty, Dr. Charles E., 208 

High altitudes, protecting pilot at, 
83-85 

Highways, planned for safety, 56 

Heroult, Paul L. T., 174 

Hitler, Adolf, 188-189 

Hogben, Lancelot, Science for the 
Citizen, 161-162, 211 

Holden, Arthur C., 26-27 

Holt, Rackham, 200-^01 

Home, average, 29 

Home Economics, Bureau of, 216 

Hormones, 259 

Hospital, 228; battalion, 230; base, 
234; collecting station, 232; corps- 
man, 229; field, 232; mobile equip- 
ment, 231-232, 235; rehabilitation 
of wounded in, 237; ship, 236 

Household, appliances and furnish- 
ings, 29-41, 175, 178; air condition- 
ing, 30-31; bathrooms, 36-37; clos- 
ets, 35; cooling, radiant, 34; fur- 
nace, smokeless, 31-32; furniture, 
built-in, 34, new designs, 35; glass, 
195, 197, 198; heating, radiant, 33- 
34; kitchen, 38; "kitchenless house," 
38-41; lighting, 29-30; Precipitron, 



z8o 



Index 



30-31; soundproofing, and better 
acoustics, 13, 32, 33 

Houses, prefabricated, 6, 12-22, 170; 
building codes, 27; construction of, 
12, 13; for farms, 214; foundation 
of, 12, 17; land renting for, 17, 26; 
standardization, 15, 26; use of glass 
in construction of, 195, 197, 198; 
use of light metals, plastics, ply- 
wood, 28, 165, 175, 178; used for 
war workers, 13; utility unit, 12 

Hunt, James F., 264 

Hurricane, 119 

Huse, William, 218 

Hycar, 154 

Hycar Chemical Company, 154 

Hydrocarbons, 55, 93; aromatic, 155, 
162; liquid, 171 

Hydroelectric plants, 174-175 

Hydrogen, 158, 164; in cyclotron, 
262 

Hydroponics (soilless agriculture), 
211-212 

Hypertension, 256 

Hypodermic, 229 



Illinois, University of, 31 
Illustrated London News, The, 138 
Incandescent light, 30, 116, 179, 181; 

predicted by Roger Bacon, 272 
India, diet of people, 218 
Indigo, natural, 156; synthesis of, 159 
Indium, 181 
Individualism, 9 
Industry, 2-11; chemistry in, 171; 

electronics in, 117-119, 122-131; 

transmission of power by radio, 

265-266 

Influenza, 252-253 
Inland waterways, 101, 106 
"Innocent passage," right of, 99 
Inoculation, 228-229, 249, 259 
Insecticides, 204, 259; "health bomb" 

to fight mosquitoes, 247 
Iodine, radioactive, 263 
Ionosphere, 120, 133 
Iowa State College, 200 



Iowa, U.S.S., in 

Iron, 178, 1 80, 181; in diet, 219-220; 

radioactive, 263; photovoltaic cell, 

264 
Isoprene, 152 



Japan, 124, 168 
Jeep, 51-52, 60, 139, 214, 232 
Jeffers, William M., 151 
Johns Hopkins Hospital, 239 
Joslin, Theodore, 3, 4 
Journal, American Medical Associa- 
tion, 241-242, 244 
JU-88, 93 



Kaempffert, Waldemar, 253, 266, 268 

Kaiser, Henry, 16, 90, 102-103, 109 

Kaiser-Hughes H-Ki Flying Boat, 90 

Kaplan, Professor Ira I., 251-252 

KDKA, 132 

Keck, George Fred, 19, 20-21 

Keefer, Dr. Chester S., 246 

Kerr, Dr. William J., 252 

Kettering, Charles F., 50-51, 266 

"Kitchenless house," 38-41 

Kiev, Russia, 63 

Kiev, University, 63 

Knight, Dr. Henry G., 208-209 

"Knock" (detonation), in engines, 54 

Kochalaty, Dr. Walter, 245 

Koch, Dr. Robert, 249 

Koegel, Professor Fritz, 250 



Laboratories, Regional Research, 199, 
205, 243 

Laboratory, bacteriological, 235; den- 
tal, 235; optical, 235 

La Guardia Field, 66, 90 

Lamp, incandescent, 30, 116, 179, 181; 
aluminum citrate light, 267; bac- 
teria destroyed by, 5, 30, 131; con- 
trolled by phototube, 30, 127; fluo- 
rescent, 29-30, 40, 103, 267 



Index 



281 



Land, Admiral Emory S., 112-113 

Landing gear, 71, 74 

Land, renting of, 17, 26 

Landing strips, for planes, 56; "fly- 
ways," 97 

Langewiesche, Wolfgang, 86, 97 

"Laundering" the air, with Precipi- 
tron, 30 

Lead, 181 

Lederle Laboratories, 243 

Leith, Dr. C. K., 183 

Lend-Lease, 105, 106, 217, 235 

Lewisite, 155 

Libbey-Owens-Ford Glass Company, 
197 

Life, 138 

Life Insurance Companies, 27-28 

Ulllustration, 138 

Life, expectancy, 258; gerontother- 
apy, 258-259 

Lignin, 208 

Liners, ocean, 114 

Linseed oil, 204 

Lippman, William A., Jr., 88 

Lissitzyn, Oliver J., International Air 
Transport and National Policy, 100 

Lithium, 181 

Little, Arthur D., Inc., Industrial Bul- 
letin, 206, 244-245 

Loading techniques, for airplanes, 88- 
89; for cargo ships, no-iii 

"Locomotive" plane, 5, 90-91, 98 

Loening, Grover C., 90-91 

Lohr, Lenox R., Television Broad- 
casting, 136-139 

Long, Dr. Perrin, 239 

Lovette, Captain Leland P., 65 

Lucite, 35-36, 164, 256 



M 



Mack Truck Company, 107 
Madder, 159 

Magee, Major General James C., 243 
"Magic bullets," 238, 242 
Magnesium, 48, 49, 107, 177-178; 

"mined" from ocean, 176-177 
Mail, first class, to go by air, 6, 86, 



Malaria, 247, 248; problem in "Age of 
Air," 259 

Manchester, Harland, 183 

Manganese, 48, 178 

Mantell, C. L., Sparks from the Elec- 
trode, 177 

Mapharsen, 241 

Maps, mercator-type, 79 

Maritime Commission, United States, 
65, in, 112 

Marks, Robert W., 183 

Martin, Glenn L., 76-77, 97-98 

Massachusetts Memorial Hospital, 
246 

Mayo Clinic, 245 

McMillen, Wheeler, 200 

"Mechanical cow," 226-227 

Medical Society of the County of 
New York, 253 

Medical World, The, 258-259 

Medicine, wartime, 228-237; atabrin, 
247; "closed treatment" for frac- 
tures, 232-234; gramicidin, 245; 
penatin, 245; penicillin, 242-245; 
plasma, 227, 228, 230, 231, 253; sulfa 
drugs, 229, 230, 231, 232, 237-242; 
surgery, 232, 233, 234, 236, 255, 257 

Melamine resins, 167 

Meningitis, 241; haemophilus influ- 
enzae, 241; meningococcus, 241; 
streptococcus, 241 

Merchant Marine Act of 1936, 109, 
112 

Merchant Marine, United States, 100, 
109, 112 

Merck & Co., 243 

Mergenthaler Linotype Company, 
196 

Merrill Lynch, Pierce, Fenner and 
Beane, 171, 267 

Metals, lightweight, 6, 42, 48, 103, 170, 
172-178 (See Aluminum, Magne- 
sium) 

Metallurgy, 49, 170, 170-180, 182, 184; 
powder, 182-183 

Meteorology, 213 

Methanol, 160 

Methyl methacrylate, 150, 164, 256 

Metycaine, 256 



282 



Index 



Meyer, Dr. A. J., 243 

Micarta, 166 

Microphone, 143-144 

Microscope, 263; predicted by Roger 
Bacon, 272 

Midgley, Dr. Thomas, Jr., 55 

Miles,}. C, 31 

Milk, 202, 226; Aralac, 170, 202; 
casein, 202; "mechanical cow," 226- 
227 

Minerals, in diet, 218, 210-220 

Minneapolis-Honeywell Co., 196 

"Mitogenetic rays" (M rays), dis- 
covered by Russian Dr. Gurwich, 

257-258 

Molybdenum, 48, 179 
Monel metal (copper, nickel, iron), 

180 

Monomer, 152 
Monro, C. Bedell, 80-8 1 
Monroy, Johann Albrecht von, 188- 

189 

Monsanto Chemical Company, 165 
Moss, Dr. Sanford B., 82 
Motion picture industry, 33, 146 
Mudd, Major Richard D., 231 



N 



Naphthalene, 161 
Naphthoxyacetic acid, 212 
Nash-Kelvinator Corporation, 14 
National Association of Manufactur- 
ers, 206, 214-215 
N.E. (National Emergency) steels, 

179-180 
National Farm Chemurgic Council, 

200 

Naval Research Laboratory, 120 
National Resources Planning Board 

(NRPB), 27, 106, 108, 215 
Naval Air Transport Service, 88, 98 
Naval stores industry in South, 208- 

209 

Navy, United States, 88, 98, in, 197; 
battleships, 173, 121, 140, 150; 
equipment, 235; hospital ships, 236; 
recovery of wounded, 228; rehabil- 
itation of wounded, 237; penicillin, 



experiments with, 244; sulfathiazole 
prophylaxis, 241-242 

Nelson, Paul, 21, 22 

Neoprene, 154, 161, 162, 165 

Nerve, operations, 256 

Neurosurgeon, 256 

New Jersey Agriculture Experiment 
station, 246 

New Republic, 263 

News, television broadcasting of, 138 

Neivsiveek, 122 

New York City, traffic congestion, 
56 

New York Herald Tribune, 176, 259 

New York Times, 85, 121, 156-157, 
253, 255, 266 

New York Times Magazine, 175 

New York University, College of 
Medicine, 251 

New York World-Telegram, 45, 1 10, 
196 

Nickel, 179, 1 80 

Nitrogen, 167, 168; and biotin, 250; 
changed to hydrogen by "bom- 
bardment," 262 

Noctovision, 134 

Normandie, 114 

North African campaign, recovery 
of wounded in, 228 

North American P-52 Mustang, 172 

Northern spruce, 208 

North Pole, "crossroads of com- 
merce," 79 

Nylon, 1 60, 169, 256 



O 



Oat hulls, 206; furfural, 206-207 

Oberlin College, 174 

Ocean, 158; storehouse of minerals, 

175-176 

Ogburn, William F., 266-267 
Old age, diseases of, 258-259; geron- 

totherapy, 258-259 
O'Neill, Jonn J., 176 
Onion root "broadcasts," 257-258 
Ontario Paper Company, 207 
Optical glass, 196 
Ores, low-grade, 183 



Index 



283 



Orr, Dr. Winnett, 232-233 
Osmium, 181 

Osteomyelitis, 233; treated by peni- 
cillin, 243 

Othmer, Dr. Donald F., 190 
Ott, Dr. Emil, 150-151 
Owens-Corning-Fiberglas, 196 
Oxford University, 243 
Oxygen, 158 



Packard Motor Co., 44 

Pan American Airways, 76, 98 

Paper, 5, 198; aqualized, 186-187; 

chemical vapor treatment, 186; 

plasticized, 187; war jobs, 185-186 
Parachutes, 161 
Parking, of cars, 56 
Pasteur, Louis, 249 
Patterson, W. A., 101 
Peanuts, products from, 201 
Penatin, 245 
Penicillin, 242; effective against 

staphylococcus, 243; for venereal 

disease, 244; penatin, 245; penicil- 

lium notatum, 242; production 

problems, 244 
Penicillium notatum, 242, 245; mold 

used directly on infections, 244 
Penney, Gaylord W., 30-31 
Pennsylvania-Central Airlines, 80 
Pennsylvania, University of, 245 
Perbunan, 154 
Perilla, 204 
Perkin, William, 159 
Petroleum, 162; chemicals from, 162, 

164, 165; high-octane gasoline, 162; 

hydrocarbons, 55, 93, 162, 171 
Pfizer, Charles, & Co., 243 
Phenol (carbolic acid), 160 
Phenolic resins, 163, 166; bakelite, 

163 

Phillips Petroleum Company, 154 
Phosphors, 29 

Phosphorus, radioactive, 263 
Photoelectric tube, 125-128 
Photographic film, 168; from corn 

cobs, stalks, 206 



Photography, use of photoelectric 

tube in, 127 

Phthalyl-sulfathiazole, 240 
Pipe lines, 101 
Piper Aircraft Company, 70 
Piper Cub, 60 
Piper, W. T., 70-71, 72 
Pitcairn-Larsen Autogiro Company, 

69 
Pittsburgh Plate Glass Company, 194- 

195 

Plank Panel house, 18-19 

Plant Industry, Bureau of, 212 

Plants, war, 29; electron tubes speed 
production in, 125-130 

Plasmochin, 247 

Plastics, 4, 5, 35-36, 43-44, 52-53, 103, 
107, 108, 124; future of, 157; mole- 
cules of, 162-163; thermoplastic, 
163; thermosetting, 163-164 

Plywood, 53, 107, 108, 190-191; plas- 
tic-bonded, 170, 190, 191, 208; R. F. 
heating of, 124 

Pneumococcus, 240 

Pneumonia, 239, 240 

Polybutene, 165 

Polymer, polymerization, 152 

Popular Science, 270 

Potatoes, sweet, products from, 200- 
201 

Potatoes, white, produce starch for 
industrial use, 202 

Potentiometer, 267 

Powder metallurgy, 182-183; self -oil- 
ing bearings, 183; "sintering," 182 

Precipitron, 30-31 

Prefabrication, in housing, 6, 12, 22; 
in shipbuilding, 100-110 

Pressurized cabin, for high-altitude 
flight, 84-85 

Pressure suit, for high-altitude flight, 
84 

Prontosil (see Sulf anilamide) , 238 

Prophylaxis, sulfathiazole, 241-242 

Propeller, hydromatic, 70, 83; pro- 
duction of speeded by R.F. heat- 
ing, 124 

Protein, 202, 221; deficiency, 221-222; 
in wool, 238; soy beans, 202 



284 



Index 



Public Affairs Committee, 18 

Public Health, 248-249; in "Age of 
Air," 259; Service, 259 

Public Service Company of Chicago, 
224 

Pullman Car & Manufacturing Cor- 
poration, 1 02 

Pushee, H. B., 151-152 

Pyrex, 194 



Quaker Oats Company, 206 

Quartz, 158 

Queen Charlotte's Hospital, 238 

Queen Mary, 1 14 

Quinine, substitute, 246; atabrin, 247 



R 



Radar (Radio Detecting and Rang- 
ing), 142; aid to aviation, 95; as 
aid to motorist, 57; at Pearl Har- 
bor, 120; in "Battle of Britain," 119; 
operation of, 120-121; postwar uses, 
121-122; tantalum used in, 181 

Radiator, automobile, 46 

Radiator, home, 33 

Radio, 34, 132-133* H 2 - I 44> H 8 ; ab- 
solute altimeter, 94-95; beams to 
guide motorists, 57; for liaison 
planes, 61; range and marker sta- 
tions, 95; safety in blind-landings, 
141-142; Signal Corps equipment, 
139; superradio stations of CAA, 
96; traffic control, 56 

Radioactivity, 263 

Radio City Music Hall, 119 

R.C.A. Radio-Electric Laboratories, 
116 

Radiodynamic control, of ships, 268 

Radio frequency (R.F.) heating, 122- 

"4 m 

Radio industry, in wartime, 139-142 

Radium, 257, 263 

Railplane, 102 

Railroads, 7, 8, 101-106; and cheap 
electricity, 268; "Battle of Trans- 
portation," 104-106; Diesel engines, 



103; history of, 101; improved 
locomotives, 103; lightweight cars, 
102-103; Railplane, 102; turbines, 
103 

Ramie, 204 

Rationing, 225 

Rations, U. S. Army, 223-224, 226- 
227, 269 

Raw materials, crisis in, 3, 4 

Rayon, 43, 205 

Reduction gears, in airplane engine, 

83 

Refinery, 162; gases, 162 
Refrigerator, 37-38; thermocouple, 

265 

Remmelkamp, Dr. Charles H., 246 
Republic P-47 Thunderbolt, 173 
Research and Planning Associates, 24 
Richards, Dr. A. N., 244 
Rich, Leo H., 57 
Robinson, Dr. George H., 244 
Robinson, Admiral S. M., 173 
Robsjohn-Gibbings, T. H., 34-35 
Rockefeller Institute for Medical Re- 
search, 218 
Rocket power (jet propulsion), 93; 

operation of rocket motor, 93 
Roebling, John A., Company, 81 
Rohde, Gilbert, 34 
Roosevelt, Jr., Franklin D., 239 
Rosin, 209 
Rubber, natural, 151, 164; compared 

with synthetic, 152, 154, 155, 165; 

future of, 156-157; plantations, 151, 

156 
Rubber, synthetic, 151-156; Buna S, 

152-154; Buna N, 154; Butyl, 155; 

furfural as solvent, 207; Neoprene, 

154; postwar prospects of, 156; 
Thiokols, A, B, and FA, 155; Thio- 

kol RD, 154; Uskol, 154 
Rutgers University, 246 
Rutherford, Sir Ernest, 262 



Salesmen, in postwar period, 8, 98 
Salicylic acid, 159 
Sanders, Walter B., 24-26 



Index 



285 



Saran, 164-165 

Sarnoff, David, 94 

Savings banks, 26-28 

Scarab car, 47 

Schmidt camera, 136 

Science Digest, 117 

Scientific Research and Develop- 
ment, Office of, 243 

Scripps-Howard newspapers, 199, 238 

Seadromes, 80-8 1 

Selenium, 181; photovoltaic cell, 264 

Servicemen, in postwar period, 8, 98 

Seys, Squadron Leader R. G. t of 
Royal Air Force, 92 

Shaver, Dr. W. W., 194 

Shipbuilding, 109-110 

Shipping, postwar policy of U. S., 
112; tramp shipping, 112 

Ships, cargo, 100-111; liners, 114; ra- 
diodynamic control of, 268 

Shock, 230; plasma transfusions, 231 

Shoe soles, of cotton, 205 

Siemens Halske, 182 

Sikorsky, Igor I., 7, 61-63, 64-65, 66- 

6? 

Silicon, 158, 181, 194 

Silver, 180 

Sinus infections, treated with grami- 
cidin, 246 

Small, Captain Lisle F., 1 1 1 

Smith, Geddes, Plague on Us, 248-249 

Smith, J. Kent, 182 

Smith, M. W., 103-104 

Smoke, cleared from air by vortex 
gun, 271-272 

Soap, 209 

Socony- Vacuum Oil Company, 54 

Sodium, 152, 174 

Sodium sulphate, 193 

Soil conservation, 210 

Solomon Islands campaign, recovery 
of wounded in, 228, 236 

Soundproofing, 13, 32 

Sound waves, 143 

Southern Friction Materials Com- 
pany, 205 

Southern pine, 208 

Soviet Institute of Experimental Biol- 
ogy. 255 



Soy beans, 168; products from, cloth- 
ing, 203; cosmetics, 203; foods, 203; 
house furnishings, 203; industrial 
materials, medicines, 203; rich in 
protein, 202 

Spanish Civil War, 233 

Spann, Colonel George F., 248 

Spectrophotometer, 126-127 

Spitfire, 85, 119 

Squibb, E. R., & Sons, 243 

Stall, in flying, 74 

Standardization, importance of in 
low-cost products, 26; in houses, 

15 

Standard of living of all must be 
raised, 10 

Standard Oil Company of New Jer- 
sey, 154-155. 1*5 

Stanton, C. I., 113-114 

Staphylococcus, 240; penicillin effec- 
tive against, 243 

Steam engine, efficiency compared 
with Diesel, 50; improved steam 
locomotive, 103-104 

Steam-power plant, efficiency of, 

50 

Steel, lightgauge, for automobile 
bodies, 53-54; for trailers, 108; for 
railroad cars, 103 (see Alloys) 

Steinmetz, Dr. Charles P., 266 

Stevens Institute of Technology, 187 

Stine, Dr. Charles M. A., 45, 157, 261 

Stokley, James, Science Remakes Our 
World, 118-119, 134-136, 264 

Stout, William, 47, 48, 68-69, 70, 71- 
72, 102 

Stratoliner, Boeing, 81-82, 84, 85 

Stratosphere, problems of flight in, 
83-85 

Streptococcus, 239, 240, 246 

Streptothricin, 246 

Stroboscope, 128-129 

Styrene, 153, 161 

Submarine, 111-112; hunted by heli- 
copter, 65, Radar, 120 

Subway, Sixth Avenue, New York 
City, 32 

Sugar, from wood, 5, 180-190 

Sulfadiazine, 229, 239-240 



286 



Index 



Sulfaguanidine, 240 

Sulfamerazine, 240 

Sulfanilamide, 160, 229, 230, 231, 232, 
237-240; derivatives, 239-240; how 
they fight bacteria, 242; toxic re- 
actions studied, 242 

Sulfapyridine, 239 

Sulfasuxidine, 240 

Sulfathiazole, 239; prophylaxis, 241- 
242 

Sullivan, Louis, 19 

Sulphite liquor, produces alcohol, 
207, 208 

Sulphuric acid, 162, 207 

Sun, energy from 162, 264; harnessing 
rays of, 264 

Sun Shipbuilding & Drydock Com- 
pany, 80-8 1 

Supercharger, for airplane engine, 82 

Surgery, 232, 233, 234, 236; autoejec- 
tor, 255; brain surgery, 257; cure 
for deafness, 255; for hypertension, 
256; nerve operations, 256; regional 
anesthesia, 256; transplanting of or- 
gans, 255; treating arthritis, 256; 
use of heparin, dicoumarin, 256; 
use of "radio knife," 257 

Sutures, 196, 256 

Swain, Squadron Leader, of Royal 
Air Force, 84 

Synthesis, in chemistry, 157, 159 

Syphilis, treated with mapharsen, 241; 
salvarsan, 238 



Tachometer, 62 
Tank, M-4, 45, 178 
Tankers, oil, 105 
Tantalum, 181 
Tapioca, 202 
Taylorcraf t, 60 
Taylor, Dr. A. Hoyt, 120-121 
Taylor, Dr. W. C., 192-193 
Teague, Walter Dorwin, 15, 16, 37 
"Teco" ring, 191 

Teeth, decay checked by fluorine, 
269 



Telephone, 143 

Telescope, 196; predicted by Roger 
Bacon, 272 

Television, 132, 133-148; cost of sets, 
138; how it works, 144-147; net- 
works, 135, 139; noctovision, 134; 
problem of high-frequency waves, 
146-147 

Tellurium, 181 

Tennessee Eastman Corporation, 165 

Tennessee Valley Authority (TVA), 
15, 175, 210 

Tesla, Nikola, 268 

Tetraethyl lead, 55 

Textiles, synthetic, 9, 157; Aralac, 
170; from soy beans, 168; from 
wood, 189, 190; nylon, 160, 169; 
rayon, 169; Velon, 169; vinylidene 
chloride, 169; Vinyon, 169 

Thermocouple, to generate electric- 
ity, 265; for refrigerator, 265 

Thermionic emission, 1 16 

Thermoplastics, 163 

Thermosetting plastics, 163-164 

Thiokol Corporation, 154 

Thiokol RD, 154 

Thiokols, A, B, FA, 155 

Thomas, Dr. Phillips, 270 

Thyratron, 117-118 

Thyroid gland, 263 

Timber Engineering Company, 
"Teco" ring, 191 

Time, 151 

Tin, 124, 180, 181, 197 

Tires, automobile, 43, 152, 154 

Tobin, R. B., 223 

Toennis, Dr. B., 250 

Toluol, from coal-tar, 160; from pe- 
troleum, 162 

Torque, 68 

Toxic reactions, of sulfa drugs, 242; 
none in penicillin, 243 

Traffic congestion, cost of, 56 

Tramp shipping, 112 

Transfusions, blood, 230-231 

Transmutation of matter, 262 

Transportation, air versus land, 86, 
101; air versus sea, 113-114; glider 
"trains," 90-92; improvements in, 



Index 



287 



6, 7; revolutionizing of transport 

to aid farmer, 214 
Trees, bark of, for clothing, 5 
Trinitrotoluene (TNT), 160 
Trippe, Juan, 98-100 
Triptane, 55 
Tropopause, 84 
Trucks, 101-102; NRPB report on, 

107; "Truck of Future," 108; war 

job, 107 

Trueta, Jose, 233-234 
Tryptophane, arnino acid, 170, 249 
Tuberculosis, 257 
Tung oil, 204 
Tungsten, 30, 116, 117, 179 
Turbine, gas, 103; steam, 104 
Turpentine, 209 

Tuskegee Institute, Alabama, 200 
Typhoid fever, 249; vaccine, 249 
Tyrian purple, 159 



U 



Ultrahigh frequency, 95-96; in Radar, 
120; in television, 133-134, 146- 

J 47 

Underconsumption, and "farm prob- 
lem," 199-200; during 19305, 8 

Union Carbide and Carbon Corpora- 
tion, 162 

United Aircraft Corporation, Sikor- 
sky Division of, 65 

United Nations, 98, 100 

United States Rubber Company, 154 

United States Steel Company, 81 

Urea, 163-164 

Urea formaldehyde, 163 

Uskol, 154 



Vacuum, perfect, 04 
Vacuum tube, 116-117 
Vaccines, 249 

V Day plans, reconversion, 57 
Vanadium, 48, 179 
Vanillin, 190, 208 



Van Itallie, Philip, 225-226 
Vickery, Rear Admiral Howard L., 

65 

Vienna, University of, 238 
Vinylidene chloride, 164 
Vinyl resins, 164; polyvinyl butral, 

164 

Viruses, filterable, 252, 253, 257 
Vitamins, 218-220; Bi, 223, 250, C, K, 

229; biotin, 250; for old age, 259; 

niacin, 250; riboflavin, 250 
"Voo Doo," 92 
Vortex gun, 270-271; as antiaircraft 

weapon, 271; to rid cities of smoke, 

271-272 

Vortex motion, 271 
Vycor, 194 



W 

Wagner, Dr. Martin, 214 
Waksman, Dr. Selman A., 246 
"Walkie-talkie," 139; postwar use on 

farms, 214 

Wallace, Dr. James E., 244 
Walnut shells, 204 
War, gains and losses from, i; two 

world wars, 2, 3, 4 
War Information, Office of, 97, 105- 

106, 185, 228, 234-235, 236, 237 
Warner, Edward, 78-79 
War Production Board (WPB), Of- 
fice of Production Research and 

Development, 183 
War Shipping Administration, no, 

112 

Washington, Booker T., 200 
Water, distilled, 230 
Water supply, 248-249 
Watson-Watt, Sir Robert, 121 
Waves, radio, 143; "carrier," 144 
Waxy corn, 202 
Weather, changes in, 252; prediction 

of, 213 

Weaver, Don .,52 
Welding, and electronics, 130, 162; 

in shipbuilding, 109 
Wendt, Gerald, 151 



288 



Index 



Western Air Lines, 88 

Westinghouse Electric & Manufac- 
turing Company, 166, 196, 270-271 

Westinghouse Research Laboratories, 
30, 1 66 

Wetherby, John M., 149-150 

Willys-Overland Motor Co., 57 

Wing flaps, 74, 89 

Wirth Steel Company, 81 

Wohler, Friedrich, 164, 174 

Wood, 157, 158, 198; American prog- 
ress in wood chemistry, 190-192; 
cellulose, 208; German program, 
188-190; lignin, 208; "Teco" ring, 
191; war jobs of, 185 

Woodruff, Dr. H. Boyd, 246 

Wounded, recovery of, 228 

Wright Field, Ohio, 65 

Wright, Frank Lloyd, 19 

Wright, Russel and Mary, 36 



X ray, 124-125, 130; diffraction cam- 
era, 125; fluoroscopic screen, 231, 
232; "liminograph," 130; mobile, 
231-232 

Xylol, 160 



Yates, Raymond, 117; 2,100 Needed 

Inventions, 265, 267 
Yellow fever, 249 
You magazine, 219 
Young, Leo C., 120-121 



Zeder, Fred M., 46, 47-48 
Zinc, 1 80